Year: 1897

page_text: 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 he as
follows:-
.
In particular my invention relates to tyres such as are described in the Specifica-
tions of Letters Patent No. 7296 of A.D). 1896, and No. 25754 of A.D. 1896.
The invention will be understood from the following description, reference being
had to the accompanying drawings, in which,
Figures 1, 2, 3 and 4 are plan views of the spring tyre showing different arrange-
ments of the springs;
Figure 5, a part plan and shows other arrangements of springs and methods of
fixing them to the tread band of the tyre;
Figure 6, a side elevation of the tyre in reference to Figure 5;
Figures 7 and 8, skeleton cross sections of the tyre with springs arranged
transversely;
Figures 9, 10 and 11, sections of rims showing methods of fixing the spring tyre
and outer cover thereto;
Figure 12 also a cross section of the tyre and rim;
Figure 13, a cross section at the base of the tyre; and
Figure 14 shows in side view a method of tightening the tyre upon the rim ;
Figure 15 is a side view of the spring tyre;
Figure 16 is a cross section of the tyre in reference to Figure 15.
My improvements consist mainly of better construction of the different parts
composing the tyre and arrangements of springs, in securing all of them together so
that any part or parts can be readily replaced worn or broken and also improved
methods of fixing the tyres to rims or felloes neatly and detachably; and other
matters as will afterwards be stated.
In order that the nature of my improvements may be better understood, I will
explain the construction of my improved tyre under the following divisions :-
(1) The base consisting of a flat steel band or otherwise of two steel rings of
grooved umbrella wire or flat wire,
(2) The tread band consisting of a thin flexible steel band .or a laminated steel
band,
(3) The springs,
(4) The cross ties,
(5). The outer cover either of leather or canvas and rubber,
(6) The methods of attaching the outer cover to the spring tyre and both of them
to the rin or felloe.
(1) The base may consist of two rings r, Figures 15 and 16, to which the springs 8
may be connected by ferrules f slipped on the rings and having short flat steel
wires f passed through the ferrules and their ends then turned down over the ends
of the springs. The two rings being kept equidistant by being held in the eyelets s
,

page_text: at ends of short cross wires 21, Figure 16, connecting them at short intervals which
latter wires may have short ends 21 beyond the eyelets to be bent down over the
ends of the springs if they are placed crossways in the tyre. Otherwise the base of
the tyre may be a flexible steel circunferential band k, Figure 6, and the springs may
be fastened to it by perforating small holes along its sides and passing short flat wires
through them with their ends turned down over the springs as at f³, Figure 6, or if
the springs are placed crossways to the band as at f4, Figure 8. The springs can also
be attached to this band by the same methods as will afterwards be described for
attaching them to the steel band at the tread.
(2) The tread of the spring tyre may be a thin flexible tempered steel band h, 1
Figure 6, of suitable width or it may be laminated or built up of a number of
thinner tempered steel bands, three or more of about the same width laid each
above the other and held together by short flat wire clips passing around them
and clasping their edges. This laminating is to secure greater flexibility at this
part and yet prevent the band being permanently bent in passing over an 1
obstruction in the road, the number of layers giving sufficient strength to enable
it to spring back to its original shape.
The springs are attached to the tread hand by methods shown in Figures 5.
and 6. One way is to place flat steel wires e on the tops of the springs & these
wires having each two eyelets formed in them through which the flat steel wires j 2
are threaded and their ends afterwards bent around the edges of the band h which
has its edges slightly notched to receive them. The springs could be turned the
other way as at 83 8 and the wires e and j used for fastening them to the band has
before.
By another way the eyelet could be threaded on to the top of the spring as at e² 2
and only one wire j² used to secure the springs s 8 to the flexible band at tread. In
all the preceding methods the wires j could be bent as at j in Figure 8 to keep the
springs apart.
At s¹, Figure 5, is shown a spring having a piece of sheet metal (3 bent as at e³,
Figure 6, and placed in the top of the spring to keep the fastening wire j³ in position 3
therein.
The springs can be secured to the tread band by another method so as to be readily
detachable therefrom in case any of them should break and have to be replaced. For
this purpose I use flat wires j, Figures 5 and 6, having eyelets formed in them which
will protrude downwards through the corners of the tops of the springs when these
are placed in position. The ends of the wires j are bent around the edges of the
tread band h whose edges are notched slightly to receive them and keep them in
position thereon. Then the eyelets of the wires j* being passed through the tops
of the springs, the flat flexible steel wires e in convenient lengths are threaded
along through them thus holding the successive springs firmly to the tread 4
bandh and the springs can be readily detached from the band by withdrawing
the wires e whose ends have loops as in Figure 6, for the purpose of keeping
them in position by twisting a bit of fine wire around it and the adjoining spring.
The bottoms of the springs can be similarly detachably secured to the base band kas
is shown at j' in Figure 6. The wires e' may otherwise be two or more thin flat 4
steel wires laid above each other and brazed or soldered neatly together at each end,
so as to be more flexible and stronger. The ends of e7 may be held to the
tread or base by a removable spring hook fixed to the tyre after the manner of
a safety pin.
The springs could be fastened to the tread band h the same way as shown 5
at f3, Figure 6, at the base. The tread band h is provided with a strip of leather
or other suitable material h¹, Figure 7, to keep it from chafing the inside of the
outer cover. If the band h is laminated, one or more of the upper bands may
be rather narrower than the lowest one and may have the leather h¹ cemented to
it and folded beneath it as shown where its edges can be stitched together and 5
then secured to the lowest band h by flat steel wires jo clinched to its edges
which may be notched to receive them These wires may otherwise pass over

page_text: the steel band but immediately below the leather h¹ as at the dotted line,
Figure 7, and the leather may be packed up in the middle by another thickness
of leather below it to give a curvature as in Figure 12 at h¹. This method
secures a narrow tread, otherwise the leather band could be wider than the steel
band and have its edges hanging down at each side of it.
(3) The springs of which my tyre is constructed are flattened or oval helical
steel wire springs hardened and tempered and protected from rusting by any
suitable method. I fasten them to the base band and to the tread band h by the
methods herein before described. I preferably use springs on one side of the tyre
coiled a different hand to those on the other side. Now I may arrange all the
springs in pairs circumferentially around the tyre as at s, Figures 4 and 5, these
pairs succeeding each other at short intervals apart. Or I may place all the springs
singly around the tyre as at 8³
84 85
so, Figure 5, all being turned the other way. In
either case the pairs of springs adjoining each other are preferably connected by
zigzag cross ties as shown at t2 and t in Figures 6 and 12.
The springs having the cross ties lying transversely through the tyre as in Figure 4
give lateral stability to the tyre. The springs coupled by cross ties 12, Figure 6,
placed longitudinally in the tyre enable it to resist the strain in a bicycle driving
wheel. By shortening the upper ties and leaning the springs together as in Figure 12
greater lateral stability is attained and pairs of them s 84 could also be leaned
towards each other at their upper ends, especially if connected by cross ties t²,"
Figure 6.
:
I may construct my tyre having coupled pairs of springs s, Figure 5, arranged
alternately with single springs 52 placed the other way in which case the springs 5ª
can be each twice as strong as any one of the springs 8. Or I may place two or more
springs coupled as at 83 84, Figures 5 and 6, between, or alternating with pairs
coupled as at s.
8
As another alternative I may arrange my springs as at 8 s in Figure 1 coupled by
zigzag ties t as before but the springs on one side not being opposite those on the
other side give a more even distribution of their strength lengthways below every
part of the tread.
Figure 2 shows another and better shape of springs at ss and so their inner sides
being indented so as to allow the zigzag cross ties t.to be longer between the springs
which is desirable and short horizontal ties to 10 may also be inserted about midway
of the springs and at top and bottom. At 810 811 are shown a pair of springs placed
the other way in the tyre. All the springs used in the various arrangements set
forth may be of this indented oval shape as they can be made of more easy curvature
and would be less liable to break.
(4) The cross ties are placed on the springs by threading the ends of the springs
into the eyelets of the cross ties and then twisting them into position as shown in
Figure 12.
(5) The outer cover of my spring tyre may be of canvas and rubber as is used for
pneumatic tyres, but in the case of heavy vehicles I prefer to use leather as being
more durable and easier repaired.
(6) I have several methods of attaching my spring tyre and its outer cover to the
rim or felloe, my principal objects in all of them being to make the outer cover
readily detachable from the spring tyre for the purpose of repairing either of them
and also to make both of them easily detachable from the wheel rim for similar
purposes.
Figures 9, 10, 11, 12, 13 and 14 show various methods of doing this. In Figure 12
the edges of the outer cover g are shown having thin bands u of spring steel cemented
to them so that when the cover g is placed around the spring tyre the base band k
rests upon the bands uu and thus holds the cover to the rim l. The rim used is a
recessed one as shown so that its turned up edges prevent the withdrawal of the
bands uu which need not be in one continuous piece so as to give allowance for
stretching them over the rim in fixing. The band k is also provided with means of
stretching circumferentially and being tightened upon the rim as will be afterwards

page_text: shown and described; when the band is being tightened it slides upon the upper
surfaces of the bands . Of course rings may be substituted as before described in
place of the band k, and will have similar means of stretching and tightening after-
wards in fixing them to the rim l.
As an alternative, if the rings are used for the base of the spring tyre as in
Figure 11, the edges of the cover g may be thickened so as to lock or catch upon the
inner sides of the rings as shown at u². For this purpose they may be cemented
around short pieces of a suitable stiff material such as wood so as to be able to exert
a leverage on them in stretching the cover around the spring tyre. If the band k
Figure 12 had its edges turned downwards as shown at k, Figure 11, the edges of
the cover could be thickened and stiffened as at u², Figure 11, and could thus obtain
a leverage on these turned down edges of the band k. In attaching the spring tyre
and outer cover to the felloe of an ordinary carriage wheel, I first of all secure them
to a flexible steel band 2, Figure 13, by flat wire clips and clasping the two
bands and together, the wire v having eyelets or hooks at its ends which protrude
through the cover g and coincide with similar hooks or eyelets at the ends of the
wires and through these eyelets and the succeeding ones I push stiff steel wires v²
thus detachably securing the whole together otherwise v and v' could be in one piece,
its ends joined by v at one side only. The lower band k² may otherwise have its
edges turned up as in Figure 11 at and if as in Figure 11, wire rings r are sub-
stituted for the band k in Figure 13, they and the cover may be detachably secured
to the band 2 by the same method as the preceding one. The steel band 2 is made
of a size just large enough to slide onto the felloe of the carriage wheel, to which it is
fastened detachably by arms of wire hinged to the sides of the band and pressing
upon the sides of the felloe and hooking around its underside where the ends of the
arms are detachably secured together. The two bands and 2 Figure 13, may.
otherwise be held together by expanding the band 2 or by reducing the length of
the band, k, circumferentially; and the edges of k² may also be turned upwards, and it
may be slightly concave on its underside. Now in detachably fastening my tyre to
a bicycle rim of the shape shown at e, Figure 12, I make the bands u non continuous
by overlapping and so as to be extensible and the base band k to which the bottoms
of the springs 8 are fastened, has its ends overlapping for about six inches as shown
in Figure 14 at k and these are held in alignment by sliding within flat steel wire
clips secured at their ends to the upper band and passing around the lower band.
Then in order to tighten the band on the rim by reducing its circumferential length
I fix wires y1 y2 to both sides of the band by hooking them into holes therein, and
sufficiently far apart to enable the intermediate parts of these wires y¹, y² to pass
through the cover of the tyre to the outer side. Then as in Figure 14 their outer
ends are bent into eyelets or hooks as at y³ y' and a lever having two studs which
are placed in the eyelets y3 y4 by pulling the end of the lever over in the direction of
the arrow the parts of the band k where the wires y¹ y² are fixed are drawn towards
each other. Afterwards the end of the lever (which is bent to form a catch) can be
hooked onto the wire y². But if desirable the lever may be detached from the wires
after tightening the band, and the ends of the wire y¹ may be secured by hooking
into the eyelet yº in the other wire.
If rings of umbrella wire or flat wire are used for the base of the tyre I solder two
férrules to these rings near their ends, one to each, with upper projections through
which the ends of the wires y¹ y², are hooked, and another ferrule is fixed to the end
of one ring and slides upon the other end of the ring to keep them in line. Now
instead of the levering method of tightening the base of the spring tyre upon the
rim, I may tighten the band or rings by fixing a right handed screwed thread on the
wire y¹ and a left handed thread on y² and drawing them together by a right and left
handed screwed sleeve with a hole bored crossways through it to insert a skewer for
screwing it round. There are a great many ways of tightening and loosening the
band or rings in attaching or detaching them from the rim of the wheel which
could be adapted to the above.
In rims of large diameter or of deep section the base band or rings could be in two

page_text: or more lengths circumferentially all joined as before set forth and shown in
Figure 14. In fixing the tyre and cover to a bicycle rim of the shape generally
used for pneumatic tyres, in order to get a firm bearing thereon I place flat metal
bands or clips across its upper side at short intervals, and preferably of slightly
tempered steel. The ends of these bands are bent round the spread out edges of the
rim. On these cross bands the base band or circumferential rings rest above the
edges of the outer cover, Figure 9 is a section showing a method of detachably fixing
the spring tyre and cover to a Dunlop detachable rim having a wired on cover g.
The base band has the wired edges 5 of the cover secured underneath it at short
intervals by the flat steel wires v hooked at their ends to which edges may have
the wire in them in short lengths so as to be stretchable. The edges of the band k
rest upon the shoulders within the rim as shown and the tyre is held thereto by
reducing the circumferential length of the band k and thus tightening it as before
shown. Thin steel bands or strips may be laid under the edges of k to lessen friction
on the edges of the cover g when tightening k on the rim.
Figure 10 shows a method of fixing to a crescent shaped rim. In this case I place
flat metal clips or bands 11 at short intervals across the rim having the ends bent
around its edges and the intermediate parts sunk to form a recessed bearing for the
band to rest on, the tyre and cover being fastened to the rim by the band k as
before. The bands may be further depressed as in the dotted lines v12 which
makes this rim with shoulders identical with those in Figure 9. Strips of cane or
other stiff material could be substituted for the wires in the pockets at edges of the
cover g. In coupling indented oval springs by means of zigzag cross ties as in
Figure 2, only those parts of the springs need be indented to which the eyelets of the
ties are connected. The other or alternate parts of the springs lying between these
indented parts, being of the oval shape as in the dotted lines in Figure 2. And the
parts of the ties adjoining their eyelets can be bent in towards each other as at £15
Figure 12. By this method of construction the eyelets on the indented parts of the
springs are kept out of the way of the oval parts of the springs lying between these
indented parts, and the springs can therefore be compressed to their utmost extent as
they are not stopped by the cross ties adjoining them.
If desirable the zigzag ties may be connected to the oval parts and not to the
indented parts and these being unimpeded by the ties would also allow the utmost
amount of compression of the springs. Another method of effecting the same purpose
would be to couple the ties onto the sides of the springs as in Figure 1, and bend the
alternate parts of these springs outwards as in the dotted lines, and the ties could be
connected to the inner parts as shown or they could be connected onto the parts shown
by the dotted lines, which would give longer ties.
As an alternative to the method of coupling springs & by zigzag cross ties t shown
in Figure 12, I may place these springs close together, their inner sides touching each
other and secured together at intervals throughout the lengths of the springs by flat
wire eyelets through each of which both springs are twisted, and thus held together.
These eyelets may have short pieces of wire continued horizontally from them and
bent onto the springs to steady the eyelets and the lower ends of the springs may be
spread apart to give a wider base. And the methods of alternately indenting the
springs, above described, may also be adopted.
The wires e', Figure 6, may be kept from slipping out, by having wires x, Figure 5,
fixed to the tread band and their ends bent at right angles and terminating in hooks,
with an extra twist at the angles so as to enable the hooks to be sprung round as in
the dotted line. These hooks engage in the looped ends of the wires e below the
tread. The wires e at the base band may have similar fastenings to their looped
ends.
Figure 3 shows an alternative arrangement of springs to that shown in Figure 5.
In Figure 3 the coupled springs & having zigzag ties t connected thereto, are arranged
alternately with single oval springs 82 with their axes lying in the same direction.
Or instead of oval springs circular helical springs may be substituted as at 83. All
these springs may be secured detachably or otherwise to base and tread bands

page_text: as in Figures 5 and 6 the wires j corresponding to the saine parts in those
figures.
The springs placed crosswise in the tyre may taper upwards as at 8, Figure 8.
The springs in Figure 4 may be connected by longitudinal ties o placed midway
between tread and base, in a similar manner to the ties t³ connecting springs s*,
and 86, Figure 6.
The springs may be made of wire of round section or otherwise wire of flattened
section can be used, coiled upon its thinnest side so as to compensate for the
thickening of the coils of the springs whereon the eyelets of the ties are placed.
Dated this 28th day of May 1897.
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Patent Agents for the Applicant.
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
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 elastic tyres for the wheels of cycles motor cars, and
other wheeled vehicles of every description and has for its object to lessen the
vibration caused by the roughness or unevenness of the roads and in fact to accomplish
what is done by pneumatic tyres.
In particular my invention relates to tyres such as are described in Specification of
Letters Patent No. 25754 of A.D. 1896.
In order that my invention may be understood I shall hereafter refer to the 2
annexed sheet of drawings whereon like letters denote similar parts in the various
figures. I shall also make use of the drawings left with the Provisional Specification
of this application and I have therefore numbered all the figures consecutively.
Figs. 1, 2, 3 and 4 are plan views of the spring tyre showing different arrangements
of the springs.
Fig. 5 is also a part plan and shows other arrangements of springs, but its purpose
is mainly to illustrate methods of fixing the springs to the tread band of the tyre.
Fig. 6 shows a side elevation of the tyre in reference to Fig. 5.
Figs. 7 and 8 are skeleton cross sections of the tyre with springs arranged
transversely.
Figs. 9, 10 and 11 are sections of rims showing methods of fixing the spring tyre
and outer cover thereto.
Fig. 12 is a cross section of the tyre and rim.
Fig. 13 is a cross section at the base of the tyre.
Fig. 14 shows in side view a method of tightening the tyre upon the rim.
Fig. 15 is a part side view of the tyre and
Fig. 16 is a cross section referring to Fig. 15.
In these two figures the base of the tyre is shown constructed of two parallel
rods ☞ ጥ.
it
3
4
Fig. 17 is a part side view of the spring tyre and also shows a method of contracting 4
upon the rim.
Fig. 18 is a cross section of the tyre and rim and also shows the outer cover.

page_text: Fig. 22 is a section of the tread portion of the tyre.
Figs. 23, 24 and 25 are sections of the base of the tyre and cover fixed to the
rim.
Figs. 26 and 27 are plan views showing different arrangements of springs.
Fig. 28 shows a method of securing the ends of the wires used in contracting the
tyre upon the rim.
I shall not afterwards refer to Fig. 3 as I have abandoned it, and also Figs. 9, 10
and 11 and 13.
My improvements consist mainly of a better construction of the different parts
composing the tyre, and in improved arrangements of the springs and cross ties.
Also in securing the various parts of the tyre together so that any of them can be
more easily replaced when worn out or broken. Also in making the tread band of the
springs much more flexible and durable by laminating it. Other improvements
consist in fixing the cover and the tyre to rims neatly and detachably and various
other improvements as will be afterwards stated.
In order that the nature of my improvements may be better understood I will
explain the construction of my improved tyre under the following divisions.
(1) The base band (2) the tread band (3) the springs (4) the ties connecting the
springs (5) the outer cover or tread (6) the methods of attaching the outer cover to
the spring tyre and of fixing both of them to the wheel rim.
(1) The hase of the spring tyre consists of a circumferential band or plate k Figs. 17
and 18 preferably of tempered steel as described in Specification 25754 of 1896. Or
as therein stated two parallel rods rr Figs. 15 and 16 could be substituted for k.
But I prefer to use the band k as it simplifies the construction.
Of course though I mention steel there are other materials which may be used
instead if desired providing they are proportionately stiff and durable.
(2) The tread of the spring tyre may consist of a thin band of flexible resilient
material such as tempered steel as shown at h Figs. 6, 12, 17, 18 etc. My improved
method of constructing this band h is to laminate it, that is build it up of a
number of thinner bands of equal width laid each above the other and held
together by short flat wire clips passing around them and clasping their edges as
shown at and j in Fig. 7 and also in Fig. 22 je. This construction is intended
to secure greater flexibility at this part and yet prevent the band being permanently
bent in passing over an obstruction in the road, the number of layers giving sufficient
strength to enable it to spring back to its original shape. I use about four bands in
making one laminated band, but of course do not confine myself to any particular
number as in very heavy vehicles a much larger number of thicknesses would have to
be used if each thickness were of thin gauge. Four thicknesses of No. 34 B.W.G.
each one inch broad I find gives an average steel tread band for cycle tyres and the
gauges and widths for vehicle tyres would have to be increased in proportion, but I
should say that the gauge of each layer need not be thicker than No. 32 B.W.G.
as the strength could be made up by using a greater number of layers.
The springs are attached to the tread band by methods such as shown in
Figs. 5, 6, 17 and 18. In regard to those in Figs. 5 and 6, one way is to place flat
steel wires e on the tops of the springs 8, these wires having each two eyelets formed
in them through which the flat steel wires ; are threaded and their ends afterwards
bent around the edges of the band h which has its edges slightly notched to receive
them. If springs were used turned the other way as at 83 84 the wires e and j could
be used for fastening them to the band h in a similar manner to that just
described.
By another way the eyelets could be threaded on to the tops of the springs as
at e² and only one wire j² used to secure the springs to the band h. In all the
preceding methods the wires j could be bent as at j in Fig. 8 to keep the springs
apart. At 8 Fig. 5 is shown a spring having a piece of sheet metal 13 bent as
at e Fig. 6 and placed in the top of the spring to keep the fastening wire ³ in
position therein.
The springs can be secured to the tread band by another method so as to be

page_text: more readily detachable therefrom in case any of thein, should break and have to
be replaced. Ind
For this purpose I use flat steel wires (slightly tempered) and bent as at
Figs. 5 and 6 having eyelets, formed in them which will protrude downwards
through the corners of the tops of the springs when these are placed in position.
The ends of the wires jare bent around the edges of the tread baud h, whose edges
are notched to receive them and keep them in their relative positions along this band.
This is shown at in Figs. 7 and 22. Then the eyelets of the wires 4 being passed.
through the tops of the springs the springs are fixed to them by pushing wires e
through the eyelets so as to prevent the withdrawal of the springs.
It will be apparent that by withdrawing the wires e the springs are at once
detachable.
"
The wires e may be of flexible flat steel wire or may be doubled so as to be
stronger, and if desirable they may be sufficiently long to hold more than one spring
to the tread band, by passing through the successive eyelets as shown at e7 Fig. 6 and
in this case their ends could be bent into a loop and secured to the adjacent spring
by a piece of fine wire twisted around both, as in Fig. 17.
The springs could be fastened to the base band by the same methods as those shown
in respect to the tread band.
The wires in Fig. 17 could be secured in position as shown at es by passing the
doubled end through the two eyelets and bending it back, and would each only secure
one spring. At e Fig. 27 is shown a similar wire pin turned over sideways and its
end bent inwards so as to be much more secure than e8 Fig. 17. The tread
band h is provided with a strip of leather or other suitable material h¹ Fig. 22 to
keep it from chafing the inside of the outer cover. If the band is laminated one or
more of the upper bands may have the leather h¹ folded around them and its edges.
sewn together beneath as shown. It is then secured to the lowest band h by flat
steel wires 16 which are clinched to the edges of the band h which may be notched
slightly if desirable so as to keep the upper bands from "creeping."
I prefer to use. two upper steel bands and pass the wires through between them
so as not to make any unevenness in the leather h¹. These upper bands may also be
slightly narrower than the lowest band to secure a narrower tread, as the thickness
of the leather folded around the edges brings this part out to the full width
afterwards.
The leather may also be made thicker in the middle or it may be packed up in the
middle by a thickness of leather placed below it to give it a curvature as in Fig. 12
at h. This would secure a narrower tread. Otherwise the leather band could be
wider than the band h and have its edges hanging down at the sides of it and it
would in that case be sewn to the upper side of a strip of material fixed to the
band h by being folded around it and its edges, stitched together as before.
(3). The springs of which my tyre is constructed are flattened or oval helical, steel
springs hardened and tempered and preferably protected from rusting.
I fasten them to the tread band h and to the base band k by the methods
herein before described. I preferably use springs on one side of the tyre coiled a
different hand to those upon the other side. The springs are arranged around the
tyre in a series of pairs as shown in Figs: 17 and 18 thus constituting a double row.
The pairs of springs succeeding each other at short intervals apart. The distance
between one pair of springs and the next would be relatively the same as shown,
in Fig. 17, but of course by using a very, flexible tread band h the springs are
enabled to be brought closer together than if a stiffer tread band were used as the
apparent flexibility of the tread band when in use depends to a certain extent on the
lengths of these intervals between the springs, and having obtained the most flexible
tread possible by laminating it, the advantage of bringing the springs comparatively
close together would be apparent as it is from the springs and not from the tread.
band that the resilience of the tyre is obtained. The pairs of oval springs are
connected (as in my previous invention) by zigzag ties t of thin slightly tempered
steel, having eyelets through which the springs are twisted. The ties t preferably

page_text: shorten as they approach the tread so as to give a tapered section to the tyre by
leaning the springs inwards at the tread. And as the tread his thus made narrower
than the base the advantage of laminating it will be apparent, as the substance
which it loses in width is made up in the number of layers and the tensional strength
thus maintained.
Fig. 18 shows an improved taper section in which the springs & are brought close
together below the tread h and the upper ties are either omitted or are simply two
eyelets close together as shown. The springs are here shown constructed of flat steel
wire of rectangular section coiled upon its thinnest side. In a cycle tyre a gauge of
wire of No. 13 x No. 17 B.W.G. could be used or thereabouts. I do not confine
myself however to these proportions. Amongst the advantages of using flat wire is
that it enables the springs to be made more flexible, and increases the spaces between
their coils and reduces the thickness of each coil and thus by compensating for the
thickening caused by attaching the ties t thereto, it gives a tyre which will compress
through a greater distance without the danger of the jar caused by the coils closing
upon each other.
And the ties being constructed with oval eyelets gain slightly in
their length and stability and also owing to the angularity of the wire of the springs
the ties are more easily clinched so as to obtain a firm grip of the springs. The
springs may otherwise be made of round wire.
In Fig. 19 is shown a method of indenting the inner sides of the springs in the
same way as is shown in the plan view Fig. 2 at 888. Those coils are indented
which lie between those to which the ties are attached so that as they lie beyond the
dotted lines in Fig. 19 they are not interposed between the coils to which the ties
are attached and the thickening of these latter coils by attaching ties thereto is thus
compensated for so that the springs will compress farther without jamming upon the
ties. If desirable the ties t may be attached to the indented parts of the springs as
is shown at 88 89 in Fig. 2 especially if it is desirable to increase the length of the ties
when decreasing the distance between the springs forming each pair, in constructing
a tyre of a narrower section.
Fig. 20 shows a method of connecting the springs in couples so as to mutually
support each other laterally. In this case the ties are omitted and their places are
taken by wire eyelets through which the alternate coils of the springs are
threaded. The alternate coils of the springs are indented so as to compensate for
the attached coils being laid one above the other in coupling them, which they are
enabled to do being made of flat wire.
Fig. 21 shows the springs connected in a somewhat similar manner to Fig. 20 but
the eyelets are made oval and are held rigid by continuations of wire from them bent
around the outer coils of the springs. In both Figs. 20 and 21 the lower ends of the
springs are spread apart so as to give a wider and firmer base.
In all the preceding combinations of springs and ties the springs are arranged in
pairs so that each of the springs in one row are exactly opposite those in the other
row, but Fig. 1 shows another arrangement in which the springs are not opposite
each other so that they are more evenly distributed below every part of the tread
band, and shows how these wires (which were previously shown in Fig. 5) would
be arranged in the tops of the springs shown in Fig. 6.
Fig. 26 shows a tyre constructed of oval helical springs all turned the opposite way
and in this case the zig zag ties t may be used as shown to connect some or all of
these springs in couples as shown at t Fig. 26. Fig. 6 at t shows a side view of a
pair of springs so coupled. These ties so placed give longitudinal stability to the tyre
and enable it to resist the strain which would occur in the driving wheel of a motor
car. Springs coupled in this manner might also be introduced into a tyre which is
constructed mainly of coupled springs arranged in a double row as at first described..
Thus Fig. 2 shows at 810 81 a pair of springs so used mainly for the purpose of
preventing the tread band from "creeping."
Fig. 27 shows a tyre constructed of oval helical springs coupled by zig-zag ties t
and arranged in a double row as at first set forth, but having single oval springs
placed between each successive pair and having their axes turned at right angles to

page_text: them. By this arrangement the tread band is supported by the single springs at.
those parts which being between the succeeding pairs of springs might be liable to
be damaged by not being properly supported. Each of these single springs could be
made equal in strength to a pair of springs coupled as shown.
Figs. 7 and 8 show the section of the spring tyre with the single springs used, and
also methods of fixing them to the base band and tread band. Those methods in
Fig. 7 are same as shown and described with reference to j and e' Fig. 5. In
Fig. 8, corresponds to similar methods j, in Fig. 5 at the springs 83 84 or that at 8¹.
The spring in Fig. 8 is fastened to the base k by a flat wire passing through two
small holes in this band & having its ends bent down over the ends of the springs as
shown. These springs may also taper upwards as in Fig. 8 so as to give a tapered
section to the tyre.
(4) The cross ties are in most cases the same as are used in my previous invention
No. 25754 of A.D. 1896 and are of slightly tempered flat steel wire having eyelets
formed at their angles to give flexibility and for attaching them to the springs by
twisting the springs through these eyelets after which they are arranged as shown in
the various figures.
(5) The outer cover of my spring tyre is the same (so far as regards the materials.
of which it is made) as in Patent No. 25754 of A.D). 1896. It may be of
any suitable
material but I prefer canvas covered on the outside with indiarubber as used for
pneumatic tyres and in some cases especially with heavy vehicles I may use leather
as being more durable and easier repaired. The cover of course forms the outer
tread to the band h and protects it from injury.
. (6) I have several methods of attaching my spring tyre and outer cover to the rim
or felloe, my principal objects in all of them being to make the outer cover readily
detachable from the spring tyre for the purpose of repairing either of them and also
to make both of them detachable from the rim for similar purposes and yet in each
case to have them securely and neatly fixed.
Figs. 12, 18, 23, 24 and 25 show various methods. In Figs. 12 and 18 the edges
of the outer cover are shown having thin bands u of spring steel secured within them
either by cementing the edges of the cover around the bands u or preferably by
passing the bands u through canvas pockets sewn in their edges. Thus when the
cover g is placed around the spring tyre, the base band k rests upon the bands uu
and thus holds the cover to the rim l, and also the tread portion to the tread band h
at the same time. The rim being recessed, its turned up edges in this case prevent
the withdrawal of the bands u u, which are preferably not inade each in one continuous
piece so as to give allowance for stretching them over the tread of the spring tyre
and also for stretching them over the edges of the rim. Thus the bands u u are
better made with overlapped ends within the pockets of the cover.
The spring tyre
is also provided with means for stretching it and its base k circumferentially and will
be afterwards contracted upon the rim as afterwards described.
In Fig. 23 the edges of the cover are shown thickened so as to form an internal lip
which catches upon the edges of the band k which are doubled round and bent as
shown to give an edge for this purpose. The edges of the cover could be stiffened by
cementing them around short flat pieces u² formed of a suitable stiff material such
as wood; and can thus exert a leverage upon the edges of the band k in stretching the
cover tightly around the spring tyre.
In Fig. 24 the edges of the cover are shown having flat wires u³ passed through
their pockets, but these wires are not continuous and strips of cane or any stiff
material may be substituted for them. Wires of flat steel and having hooks at
their ends hold these edges u³ below the band k as shown in Fig. 24 being placed at
short intervals apart beneath this band and of course the edges u³ can easily be un-
hooked from the wires when it is desirable to detach the cover.
Fig. 25 shows the hooked wires v considerably shortened so as to bring the edges u³
of the cover closer together.centrally below the band and the band k will thus at its
edges hold the cover g to the rim.
Now in detachably fixing my tyre to a bicycle rim of the shape shown at Fig. 18

page_text: I make the band k Fig. 17 (to which the springs are fixed) with its ends overlapping
for about 12 inches as shown in Fig. 17 and these are held in alignment by sliding
within flat steel wire clips 5 having their ends bent around the two bands at their
edges. The tread band h is also made extensible by making a thin flexible band or
tongue h² continued from one end and sliding it into a sheath formed at the other
end of the tread band abutting close up to this end as in Fig. 17. This tongue slides
between the upper side of the lowest band h forming the tread, and the leather
covered upper band, h¹ in Figs. 17 and 22 and the wires je in both figures hold the
overlapped parts of the tread in alignment. The leather covered band h¹ has its ends
brought together with a butt joint as in Fig. 17.
Then in order to tighten the band k onto the rim by reducing its circumferential
length I fix wires y¹, y², to each end of the band by hooking them into holes therein
as in Fig. 17. The ends of these wires hook into the ends of a plate pl as in Fig. 28
which is twisted round by means of a spindle p passing through a hole in the rim,
this spindle having a hole in it through which a pin p2 is placed for twisting it half-
way round in the direction of the arrows so that the ends of the wires y¹, y², are forced
in opposite directions and thus draw the ends of the tyre together as in Fig. 17 and
it is secured by means of the pin p2 hooking at its end onto a spoke of the wheel.
Otherwise the wires y¹, y², could be made long enough to come through the rim, or
if desirable could come through the edges of the cover g instead of through the rim,
and in either case could be tightened by having a right hand screwed thread on the
end of one and a left hand screwed thread on the other, and tightened by a right
and left hand screwed sleeve with a hole crossways through it to insert a skewer for
screwing it round. Fig. 14 shows a method of tightening the band k by forcing the
ends of the wires y¹, y², in opposite directions. Their ends are bent into eyelets or
hooks as at y³, y, and a lever having two studs which are placed in the eyelets y³, y²,
tightens them by pulling its end over in the direction of the arrow, and the end
of the wire y¹ is secured by hooking into the eyelet y in the other wire. If desirable
in fixing the tyre to a shallow rim such as shown in Fig. 25 the base k only, may be
made contractible and the tread h may be made not expansible.
of
Having now particularly described and ascertained the nature.
my said
invention and in what manner the same is to be performed, I declare that what I
claim is :-
(1) The combination with a double row of flattened helical springs s mutually
supported by ties t, of a flexible tread band h composed of a number of layers of thin
flexible tempered steel secured together and covered with a strip h¹ preferably of
leather substantially as shown in Figs. 12, 17 and 18.
(2) The combination with a double row of flattened helical springs s mutually
"supported by ties t of a detachable tread or cover consisting of a flexible laminated
bandh covered on the outside by a cover g suitably secured to the laminated tread.
(3) In a spring tyre having helical springs arranged between a base band and a
flexible tread h and provided with an outer cover g the construction of the tread h
of a number of layers of thin flexible steel secured together as herein set forth.
(4) In a spring tyre having a double row of flattened helical springs &, mutually
supported by ties t and tapering inwards towards the tread, the combination therewith
of a flexible tread formed of a number of layers of thin tempered steel secured
together as herein set forth.
(5) In a spring tyre having a base band and flexible tread and helical springs
between them, the manner of fixing a strip of leather h¹ covering one or more
additional tread plates and having its edges secured below them, and wires je biuding
them to the lowest plate has shown in Fig. 22..
(6) The combination with the springs 's and a base band k or tread band h, of
wires having eyelets and being attached to the base plate or tread plate as shown,
and wires or pins e, es, or e passing through the eyelets in the wires for attaching
the springs 8 to such plates h or k substantially as shown in Figs. 5, 6, 17 and 27.
(7) The combination with a tyre having a double row of flattened.helical springs s
:

page_text: supported by ties t of à base band which is provided with a suitable means of
contracting it onto a rim in fixing the tyre thereto.
(8) In a spring tyre having a double row of flattened helical springs s supported
by ties and provided with a flexible tread h, the combination therewith of a
detachable cover g held to the rim by a contractible base band k.
(9) In a spring tyre having helical springs arranged between a base band and
a flexible tread band the combination therewith of a cover g fixed detachably to the
base band and held to the rim by the contraction of the said base band so
as to be detachable from it in the manner substantially as shown in Figs. 23, 24
and 25.
row,
(10) The combination with a tyre having springs 8 in a double tiest flexible
tread hand base band of a detachable cover g secured to the base in the manner
shown in Figs. 18, 23, 24 & 25.
(11) A base band having suitable means for contracting it, a flexible tread h,
springs s in a double row supported by ties t, and outer cover g; the combination
therewith of a recessed rim such as shown in Fig. 18.
(12) A method of constructing the description of spring tyre shown in Figs. 17
and 18, whereby it is made capable of being expanded and contracted circum-
ferentially and thus fitted to a rim such as shown in Fig.18 at l.
(13) In a spring tyre having a flexible tread h and a double row of springs 8
supported by ties t the construction of said springs of a flat section of wire coiled
upon its thinnest side as shown at s in Fig. 18.
(14) In a tyre having a double row of springs 8 supported by ties t the use
of springs in which either the inner coils are indented or the alternate coils are
indented as shown in Figs. 2, 19 and 20.
(15) A means of supporting a flexible tread h upon a double row of springs s by
cross bands or wires * having their ends bent around the edges of the tread h
and their lower sides resting upon the tops of the springs, as in Figs. 18 & 22.
(16) In a spring tyre, the means of fixing helical springs to a base band k or a
tread band has shown in Figs. 5 and 6.
(17) The combination with a base band, and a flexible tread h, of a double row
of flattened springs 8, connected at their inner sides by ties t¹ in the manner shown
in Figs. 20 and 21.
(18) In a tyre having springs s in a double row supported by ties t and tapering
inwards towards the tread, a method of producing a narrower tread h by bringing
the springs close together below the tread as shown in Fig. 18.
(19) The arrangement of springs 8 and ties tas shown in Fig. 1, that is not
having the springs in both rows opposite to each other.
(20) The combination with a base band and a flexible tread of springs s connected
by ties as shown in Fig. 26.
(21) The combination with a double row of springs s of single springs turned the
other way as shown in Fig. 27.
(22) The method of giving a curvature to the tread h¹ as shown in Fig. 12.
(23) The combination with a double row of springs 8 and ties t of a curved tread h¹
Fig. 12.
(24) The combination with a base k, tread h, springs 8 and ties t of wires y¹ y² for
drawing the band k tight onto the rim as set forth preferably by forcing their ends
in opposite directions.
(25) In a spring tyre having helical springs between a base band and a flexible
tread the method of keeping fastenings for springs in their places on base band and
tread band by notches in the edges of these bands.
Dated this DCth
2
1000