Improvements in and connected with Velocipedes and similar Vehicles.
Year: 1892

page_text: Date of Application, 22nd Nov., 1892
Complete Specification Left, 22nd Sept., 1893-Accepted, 22nd Nov., 1893
PROVISIONAL SPECIFICATION.
Improvements in and connected with Velocipedes and similar
Vehicles.
I, PHILIP LOUIS RENOUF of Stoke near Coventry in the County of
Warwick Engineer do hereby declare the nature of this invention to be as
follows:-
:
My invention relates principally to the wheels of velocipedes and the parts
immediately connected to the same. Where the wheel is a driving wheel with a
multiplying mechanism, one part of which is locked to one fork this part being a
spur wheel, or a bevel wheel, this spur wheel or this bevel wheel contains a ball
bearing for the purpose of widening the axle bearing and avoiding the lateral
twist that the fork the bearing and the driving wheel is usually subjected to on
the side of this fork: and the gearing consists preferably of a pair of bevel wheels
of different diameter with the axle of the pinion at an angle other than a right
angle to the axle. The rim is either flat or convex in section so that the edges
are not of larger diameter than the centre or crown of the rim this will enable
the restraining canvass (or other similar material) of the air tube of the tyre
(which now is mostly of the pneumatic type) to be split longitudinally and the
edges to be reinforced by flat endless strips of steel, brass, or wood and pushed
over the rim in such a way that these edges meet and complete the circular section
of the restraining bag these stiffened edges are locked into position by means of
screws, studs, clamps or similar devices. The flat topped rim requires preferably
a rigid system of spoking: I usually form two spokes out of one wire looped
through a hole in the hub and returning to the rim in the same direction: a pair
of spokes formed likewise out of one single wire are looped through the same hole
and run in exactly the opposite direction so that the resultant of the tension of
one pair of spokes is exactly or nearly opposed to the resultant of the tension
of the opposite pair of spokes. The spaces between the holes are generally_cut
away so that the spokes can cross one another without undue deflection. The
flanges have therefore the shape of a triangle, quadrangle or other regular polygon
according to the number of spokes used. Instead of holes projecting studs may be
used at the bends of the wires. To minimise the breaking strain of the rim, the
valve hole is very small the valve being formed out of a thin hollow screw: a piece
of thin spring steel or brass lies under the head of this screw and has a thin
projection covering the hole, thus affording an elastic closing piece. The end of
the screw is secured with the usual metal cap and a washer.
Dated this Nineteenth day of November 1892.
COMPLETE SPECIFICATION.
Improvements in and connected with Velocipedes and similar
Vehicles.
·I, PHILIP LOUIS RENOUF of Stoke, near Coventry in the County of Warwick,
Engineer, 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 principally to the wheels of velocipedes and the parts
immediately connected to the same.

page_text: In order that my invention may be clearly understood I have illustrated same on
the accompanying sheet of drawings.
Figs. 1 and 2 are cross sections of a pneumatic tyre and rim constructed according
to my invention.
In forming the said tyre the object is to allow the outside to be as flexible
as possible and therefore to be as unconfined by the rim as possible and the
inside to assume a perfectly circular section. A is the rim which may be flat as
shewn or convex in section so long as the edges are not of larger diameter than the
centre or crown of the said rim. The outer cover B is split longitudinally as
usual, but the edges are reinforced by two flat endless strips or bands C, C¹ of
steel, brass, wood or other suitable material and pushed over or onto the rim as
shewn. These stiffened edges C, are locked or held in position by means of a
suitable number of wires D or equivalent passing through holes formed in the said
rim A, the ends a of the said wires D are then bent up as shewn at Fig. I, by which
means the said tyre B is prevented from forcing itself open or sliding off the said
rim A. Or I may secure the said cover B onto the rim A as shewn at Fig. 2. In
this case the wires D are rivetted, screwed or otherwise fastened to the stiffened
edges C C and one of the ends of the said wires D are bent down or turned over
so as to catch or butt against the side of the rim A.
At Figs. 3 and 4 I have shewn my improved method for forming a perfectly
rigid system of spoking. The flanges of the hub E are formed the shape of a
triangle, quadrangle or other regular polygon according to the number of spokes
used. I usually form a pair of spokes out of one piece of wire looped through the
holes b, b', (see Fig. 3) or passed round the studs c, c', c³ (see Fig. 4) and returning
to the rim in the same direction. Another pair of spokes are formed likewise out
of one piece of wire and threaded through the same hole b or passed round the
same stud c and run in exactly the opposite direction, so that the resultant of the
tension of one pair of spokes is exactly or nearly opposed to the resultant of
the tension of the opposite pair of spokes.
In order to weaken the rim as little as possible by the valve hole it is desirable
to make this and therefore the valve as small as possible. I form the latter out of
a long and thin screw F (see Fig. 5) which is traversed by a long hole d and closed
by cap G. The washer e under the head f prevents the latter from coming through
the air chamber and may as in the drawing be lengthened and bent over so as to
form a spring closing piece covering the inner orifice of the valve. H is a washer
tapped to receive the valve and to be outside the air chamber; by screwing the
valve this latter will approach the upper washer e and grip the air chamber so
forming an air tight joint without twisting the rubber as is usually the case. I is a
milled nut for locking the valve to the rim.
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
Firstly. The combination of a rim with a flat or slightly convex top with a
detachable pneumatic tyre slit longitudinally and the edges of which are fitted over
the edges of the rim by lateral motion in the mauner and for the purpose
described.
Secondly. A detachable pneumatic tyre every part of which is unconfined by the
rim and in which the air chamber is allowed to assume the natural round section
substantially in the manner described and illustrated in Figs. 1 and 2.
Thirdly. In pneumatic tyres reinforcing the inner edges or the inner circum-
ferences by bands of steel or other suitable material for the purpose of sliding the
tyre over a suitable rim without the assistance of ridges, grooves, or troughs and
without springing, stretching or otherwise straining.
Fourthly. In pneumatic tyres the combination of flat endless bands C, C¹ with
fasteners D in Figs. 1 and 2 substantially in the manner and for the purpose
described.

page_text: Fifthly. The combination of pairs of spokes passing through holes in the hub or
over studs in the hub in the manner described.
Sixthly. The flanges of hubs of polygon shape for the purpose described.
Seventhly. The thin hollow screw F, Fig. 5, forming an air valve in the manner
substantially as described.
Dated this 22nd day of September 1893.
PHILIP LOUIS RENOUF.