Year: 1898

page_text: I, HENRY ALFRED WOOD, of 122, Wellington Street, in the City of Kingston,
in the County of Frontenac, in the Province of Ontario, Canada, Watchmaker, do
hereby declare the nature of this invention to be as follows:-
My invention relates to improvements in air valves more particularly adaptable
for bicycle tyres and the object of the invention is to design a simple, cheap and
positive acting form of valve in which there will be no possibility of its getting out
of order or allowing of the escape of the air and it consists essentially of forming
the hollow shank of the valve with outwardly flaring tapered holes converging
intermediate of the length of the valve and providing for the lower tapered opening
a hollow tapered plug with parallel upper stem secured in position by a suitable
hollow seat screwed into the shank and provided with open notches at the upper
end thereof, the upper tapered opening being also provided with a conical plug
attached to or forming part of the cap, which is designed to be screwed upon a loose
sleeve on the upper end of the shank provided with longitudinal notches, the parts
being otherwise constructed and arranged in detail as hereinafter more particularly
explained.
Fig. 1, is an enlarged sectional perspective view of my improved form of valve
suitable for pneumatic tyres showing the parts of the valve as they would appear
when completely closed.
Fig. 2, is a similar view showing the valve open so as to allow of the deflation
of the tyre.
Fig. 8, is a detail of the upper conical valve plug and cap combined.
Fig. 4, is a detail of the lower valve plug.
Fig. 5, is a detail of the threaded loose sleeve.
In the drawings like letters of reference indicate corresponding parts in each
figure.
A is the shank of the valve, which is inserted and held in the usual mushroom B
attached to and held in the ordinary manner to the air tube of the tyre. It will be
noticed that the shank is cylindrical in form for the major part except at the
upper end where it is provided with an annular enlargement a and an end
flange a'. The shank A has a hole extending through it, the upper portion A¹ of
which is tapered, the greatest diameter being at the top. The lower portion A
is also tapered, the greatest diameter being, however, at the bottom. The two
tapered portions are preferably connected together by an inner cylindrical
portion A
1) is the lower plug, which is made substantially in conical form at the lower
portion thereof and hollow, so as to be very light, the size shown in the drawing
being much in excess of the actual size used in connection with the bicycle tyre.
The upper portion D is cylindrical in shape. The conical exterior of the plug D

page_text: is ground so as to fit very tightly the tapered portion A³ and effectually prevent
the escape of the air when it is on its seat.
E is a hollow sleeve, which is screwed into the internal thread a at the bottom
of the shank.
ais an annular enlargement located beneath the tapered portion 1% of the
opening of the shank. The upper end of the sleeve E Hares slightly outwardly
at e and is provided with notches e¹ the upper end of the flange e forming a seat for
the bottom edge of the plug I when the valves are closed.
F is the upper tapered valve plug, which is provided with a stem f and an
enlarged head F¹ forming not only the head of the valve but also a cap, which is
provided with an internal thread f. G is an externally threaded sleeve, which
is fitted over the enlargement a at the top of the shank A and is held in place
by the flange a¹. g are notches extending through the threads on a line with the
axis of the sleeve from near the bottom of the threads to the extreme top or
outer end.
at is an internal thread forming the wall of the chamber a located at the top
of the upper tapered portion A¹ of the central opening.
The operation of my valve is as follows. To close the valve from the position
shown in Fig. 2, the cap F is screwed down, so as to bring the cap and the threaded
portion thereof down over the sleeve G, so as to completely close the notches
and thereby prevent the escape of the air through this course. Simultaneously
the plug F is also brought down on its seat A', thereby providing a double means to
completely prevent the egress of the air. The lower valve is also forced down
on its seat. By unscrewing the cap, the notches y of the sleeve G when the cap
is partially unscrewed would present a means for communicating with the interior
of the cap and interior chamber a in the shank. As, however, the tapered plug F
is also removed from its seat. the air has also free passage-way around the plug F.
The force of the air in the tyre will impel the valve plug D upwardly against the
bottom of the valve plug F and consequently the air in the tyre will escape above
the sleeve E and around the plug D, the plug F through the chamber a interior
of the cap and out by the notches g.
It will be noticed that immediately the valve is unscrewed sufficiently far to
uncover the notches that no matter whether the valve D is from its seat or not
the air will escape through the notches e¹. This ensures a means whereby the
escape of air may be regulated to a nicety.
The sleeve G also provides a means whereby the upper valve plug F is ensured
of coming down perfectly on its seat as the sleeve G is quite loose and thus
provides for sufficient lateral motion in screwing down, so as to effect this object.
When it is desired to insert the air pump it is simply necessary to unscrew the
cap F when the passage-way will be left perfectly free for the escape of the air
except that the plug D will have closed it up by the force of the air at the back of it
causing it to assume its seat.
Immediately, however, the air is pumped in, it throws it off its seat down against
the top of the flange e and the air will pass in through the notches el into the tyre
and upon reverse motion of the pump the valve is thrown again on its seat, so as to
prevent the escape of the air pumped in and so on.
When the pumping has been finished the cap may be replaced in the usual
manner when the parts are secure-locked in position and all danger of escape of air
is prevented.
In my form of valve it will be noticed that I use no rubber washers or rubber in
any form, which now so frequently gets out of order and is so detrimental to the
action of the valve now commonly in use.
Dated the 23rd day of Luno 1808
G. F. REDFERN & Co.,
4, South Street, Finsbury, London,
Agents for the Applicant.

page_text: Improvements in air valves.
I, HENRY ALPRED WOOD, of 122, Wellington Street, in the City of Kingston,
in the County of Frontenac, in the Province of Ontario, Canada, Watchmaker, 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 improvements in air valves more particularly adapted
for bicycle tyres and the object of the invention is to design a simple, cheap and
positive acting form of valve in which there will no possibility of its getting out
of order or allowing of the escape of the air and it consists essentially of forming
the hollow shank of the valve with outwardly flaring seats converging intermediate
of the length of the shank and providing for the lower seat a hollow tapered plug
with parallel upper stem and for the upper seat a conical plug attached to or
forming part of the cap, designed to be secured to the upper end of the shank and
adapted to unseat the lower valve when required to permit of the deflation of the
tyre as hereinafter more particularly explained reference being had to the drawings
accompanying my Provisional Specification.
Fig. 1, is an enlarged sectional perspective view of my improved form of valve
suitable for pneumatic tyres showing the parts of the valve as they would appear
when completely closed.
Fig. 2, is a similar view showing the valve open so as to allow of the deflation
of the tyre.
Fig. 3, is a detail of the upper conical valve plug and cap combined.
Fig. 4, is a detail of the lower valve plug.
Fig. 5, is a detail of the threaded loose sleeve.
In the drawings like letters of reference indicate corresponding rarts in each
figure.
A is the shank of the valve, which is inserted and held in the usual mushroom B
attached to and held in the ordinary manner to the air tube of the tyre. It will be
noticed that the shank A is cylindrical in form for the major part except at the
upper end, which is provided with an annular enlargement a and an end
flange a. The shank A has a hole extending through it, the upper portion A¹ of
which is tapered, the greatest diameter being at the top. The lower portion A³
is also tapered, the greatest diameter being, however, at the bottom. The two
tapered portions are preferably connected together by an inner cylindrical
portion A³.
Dis the lower plug, which is made substantially in conical form at the lower
portion thereof and hollow, so as to be very light, the size shown in the drawing
being much in excess of the actual size used in connection with the bicycle tyre.
The upper portion 1 is cylindrical in shape. The conical exterior of the plug D
is ground so as to fit very tightly the tapered portion A2 and effectually prevent
the escape of the air when it is on its seat.
E is a hollow sleeve, which is screwed into the internal thread a² at the bottom
of the shank.
is an annular enlargement located beneath the tapered portion A2 of the
opening of the shank. The upper end of the sleeve E flares slightly outwardly
at e and is provided with notches e¹ the upper end of the flange e forming a seat for
the bottom edge of the plug 1) when the valves are closed.
F is the upper tapered valve plug, which is provided with a stem f and
enlarged head F1 forming not only the head of the valve but also a cap, which is
provided with an internal thread f. G is an externally threaded sleeve, which

page_text: is fitted over the enlargement a at the top of the shank A and is held in place
by the flange a¹. y are grooves extending through the threads on a line with the
axis of the sleeve from near the bottom of the threads to the extreme top or
outer end.
a is an internal thread forming the wall of the chamber a located at the top
of the upper tapered portion A¹ of the central opening.
The operation of my valve is as follows. To close the valve from the position
shown in Fig. 2, the cap F is screwed down, so as to bring the cap and the threaded
portion thereof down over the sleeve G, so as to completely close the grooves g
and thereby prevent the escape of the air through this course. Simultaneously
the plug is also brought down on its seat A', thereby providing a double means to
completely prevent the egress of the air. The lower valve is also forced down
on its seat. By unscrewing the cap, the groove g of the sleeve G when the cap
is partially unscrewed would present a means for communicating with the interior
of cap and interior chamber in the shank. As, however, the tapered plug I is also
removed from its seat in this position the air has free passage-way around the plug F.
In this position of the upper valve the lower plug will be unseated slightly and
allow of the air in the tyre to escape above the sleeve E and around the plug 1)
plug F through the chamber a interior of the cap and out by the groove g, thus
deflating the tyre.
It will be noticed that immediately the valve is unscrewed sufficiently far to
uncover the grooves g that no matter whether the valve D is from its seat or not
the air will escape through the notches e¹. This ensures a means whereby the
escape of air may be regulated to a nicety.
The sleeve G also provides a means whereby the upper valve plug F is ensured
of coming down perfectly on its seat as the sleeve G is quite loose and thus
provides for sufficient lateral motion in screwing down, so as to effect this object.
When it is desired to insert the air pump it is simply necessary to unscrew the
cap F when the passage-way will be left perfectly free for the escape of the air
except that the plug will have closed it up by the force of the air at the back of it
causing it to assume its seat.
Immediately, however, the air is pumped in, it throws it off its seat down against
the top of the flange e and the air will pass in through the notches e¹ into the tyre
and upon reverse motion of the pump the valve is thrown again on its seat, so as to
prevent the escape of the air pumped in and so on.
When the pumping has been finished the cap may be replaced in the usual
manner when the parts are securely locked in position and all danger of escape of air
is prevented.
In my form of valve it will be noticed that I use no rubber washers or rubber in
any form, which now so frequently goes out of order and is so detrimental to the
action of the valve now commonly in use.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:
1. In combination with a shank having upper and lower valve seats within the
same, a lower valve kept to its seat by the pressure of air, an upper valve carried by
the head or cap and adapted to be seated by positive action, said valves being
independent of each other and the upper valve being adapted to unseat the lower
deflation of the tyre, substantially as described.
2. In an air valve, a shank having upper and lower valve seats, a lower valve
actuated solely by the air pressure to keep it upon its seat, an upper valve having
a stem adapted to contact with the stem of the lower valve to unseat the same and
an air passage from the upper end of the shank to the exterior whereby in a partial
movement of the upper valve the lower valve will be unseated and a permanent air
passage formed around the upper valve to the external air so as to permit of the
deflation of the tyre, substantialy as described,

page_text: 3. In an air valve, a shank having upper and lower seats, a lower valve having
upwardly extending stem, an upper valve secured to the cap and adapted to contact
with the stem of the lower valve, a chamber in the upper end of the shank and a
passage extending along the outer face of the shank at the end so as to permit of
the escape of air from the tyre in the partial release of the cap, substantially as
described.
4. In an air valve, in combination the shank having a central opening there-
through, the said opening tapering outwardly from the intermediate portion thereof
towards each end to provide upper and lower valve seats, a valve adapted to rest on
the lower seat, an enlarged cylindrical chamber in the upper end of the shank
formed above the upper seat, a cap provided with a conical portion fitted on said
upper seat, a loose sleeve fitting upon the upper shank and provided with an
external thread to receive the internal thread on the inner end of the cap, a groove
extending through the major portion of the sleeve into and communicating with the
upper portion of the cap, the said sleeve being held in position on the shank as
and for the purpose specified.
...
1000
G. F. REDFERN & Co.,
4, South Street, Finsbury, London,
Agents for the Applicant.