Improvements in and relating to Velocipedes.
Year: 1892

page_text: Date of Application, 4th Nov., 1892-Accepted, 25th Feb., 1893
COMPLETE SPECIFICATION.
Improvements in and relating to Velocipedes.
I, ANTONIO VIADA-VILADESAU, of Mataro, in the Province of Barcelona, in
the Kingdom of Spain, Lawyer, 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:-
This invention consists, first, of a folding safety bicycle, and, secondly, of a
pneumatic tyre for velocipedes.
In the accompanying drawings,
Fig. 1 represents a "cross-frame" folding safety bicycle constructed according
to my invention ;
Fig. 2 shewing the appearance the bicycle presents when folded up.
Figs. 3 to 55 are views of details hereinafter more particularly referred to.
"
Fig. 56 and the succeeding figures relate to a "diamond-frame or Humber
pattern folding safety bicycle, and to the pneumatic lyre.
The drawings are made to various scales.
When folded, the bicycle resembles a walking stick and satchel (see Fig. 2).
The principal pieces are put together to form the stick, as indicated in Figs. 5, 6
and 7, and placed in a silk case, shewn in Fig. 4; the exterior of which may be
The handle a is in the
painted the colour of natural cane, bamboo, or ebony, etc.
shape of a stopper or plug. The saddle forms a satchel or case in which are kept
the smaller pieces.
This walking stick, enclosed in its case, and the satchel, form the whole of the
bicycle, or walking stick bicyclette, with its brake, saddle, alarum, spanners and
oil-can. The bicycle, or walking stick bicyclette, can be put together in ten or
twelve minutes, and can be disconnected and refolded in the same space of time.
In order that the machine may be better understood, the way of arranging each
of the parts so as to form the walking stick will now be described in detail.
The principal pieces which compose the stick are:-
1. A hollow head b, Fig. 8, of the sections shewn in Figs. 37 and 371, with
concave angles diminishing into grooves. Inside the end of the head, a screw-
thread is cut. At the extremity 63, and united to it by means of strong hinges on
its two opposite faces, are two hollow arms c and d of the section seen in Fig. 36.
The flat part c is of the same width as the straight face of the head (Fig. 40).
These two arms, which can be folded on the head (see Fig. 9), when unfolded form
the front wheel fork. The extremities c and d are solid, and each has a square
hole Half way up each arm, there is a slot (c) containing a plate, one end of
which is jointed so that the plate can be turned until it is at right angles to the
arm. These plates serve as foot-rests.
2. A backbone e (Fig. 10), which at the end e² is provided with a screw-thread
corresponding with the screw-thread in the part e (Fig. 13). At the end e', two
arms and are jointed, and so shaped as to correspond with the faces of the
backbone when they are folded against it. The two arms, when unfolded, form
the back-wheel fork. At the same end (e) of the backbone, there are another pair
of hinged arms h and i. The first of these arms is hinged at the points ¹ and h²;
the second is hinged at the point . Each of the two arms has a fork-shaped end
in which is jointed a pin h or ; each arm also having holes h or ³ (Figs. 5
and 6).
3. A steering wheel, the axle of which is shewn in Figs. 44 to 47.
4. A driving wheel, which in Fig. 48 is represented folded and inserted in the

page_text: こ
The steering wheel comprises two steel rings K³ and K*, Fig. 30. Each ring is open;
its ends abutting against one another. On these rings are hinged the spokes; each
having an end like that shown at K'. The two rings, with their spokes, are placed
on a hub m mounted on an axle 1, Fig. 44, made of aluminium or steel. There are
cavities m (Fig. 47) in the hub m for the reception of parts of the heads of the
spokes and of the ring k³. The spokes and ring are held in place by a collar m²,
the front end whereof is represented in Fig. 52; Fig. 51 being a cross section on
the line m', m'. The collar m' is fixed to the hub m by screws, Fig. 46; thus
keeping the spokes in the open position. The spokes K on the ring K* are kept
open by means of the indented collar m³, fixed with screws, and the extension m
held by means of a nut m³ screwed on the end of the hub m. The teeth of the
collars m³ and m* occupy the spaces between the spokes, and serve to keep the
spokes rigid. The spokes K and K are so arranged that those on one ring come
between those on the other. In order to fold the spokes K on the hub (Fig. 46),
the screws of the collar m² are removed, the collar is then turned until the holes m
(Fig. 52) come opposite the spokes, whereupon the latter can be pressed down into
the position shewn in Fig. 46. In order to fold the spokes K, the nut m³ and the
collar mare removed. Having folded the spokes, the hub and spokes can be
placed in the hollow head b.
The rear or driving wheel, Fig. 50, is made in the same way as the front or
steering wheel, except that the axle is longer, and the hub m has a chain-
wheel m. The hub m, when the spokes are folded, is put into the backbone e, as
indicated in Fig. 48. The hub m turns on the axle 1, and the hub mn on the
axle ; both being preferably furnished with ball-bearings, as illustrated.
5. The satchel g, Figs. 1 and 2, when unfolded, forms a saddle of the pattern
usually employed for safety bicycles, and its frame is supported by coiled springs
(Figs. 11 and 12); the frame being furnished with hinges at the points p and p',
which are made firm enough to support the rider by means of two straps
One
spring is placed in front and two springs behind; the latter being united by means
of a metal bar p³ (Figs. 17 and 19), which has a projecting lug near each end
through which screw-pins are passed for the purpose of securing it to the rear arms
of the tripod p. The third spring is furnished with a collar p² (Fig. 12)
containing a set-screw for enabling it to be attached to the other arm of the
tripod. Fig. 21 is a plan of the tripod. The saddle y, when placed on its frame,
is free from p to p' (Fig. 11), where it is buttoned to the point of the frame. At
the back part of the saddle there is a pouch q1 (Fig. 15), which reaches as far as
the hinge. There is another pouch ' in the front part, which extends to the
hinge p.
By unfastening the saddle at p², and folding the frame on its hinges (Figs. 12
and 16), a satchel (Figs. 2, 20 and 14) is formed. Leather straps for enabling the
satchel to be hung on the shoulder are provided. When the saddle is attached
to the machine, the pouches and straps are folded up beneath the same.
Most of the accessory pieces are put in the pouches; the others forming a
portion of the body of the stick.
In the smaller pouch are kept all the screws and nuts, the pedals, the spanner
and the oil-can.
In the larger pouch, are placed those accessory pieces which do not constitute
part of the stick, of which the following is a list :-
1. A tin case (Fig. 26) in which are rolled up the two steel rims r. Each rim
has its ends bent down at land (Figs. 27 and 28); each end being perforated
so that the two ends can be fastened together by a nut and bolt when the rim is
unrolled. The rim has forty equidistant holes, each of which is larger at one end
than at the other. The larger end of each hole corresponds with the head K'
(Fig. 30) of the spoke K, and the narrower end with the body of the spoke.
2. A chain-wheel t' (Fig. 1) on the pedal-shaft t.
3. The pedal-shaft mounted in ball-bearings (Fig. 33); ³ being a hole for
oiling.

page_text: 4. Two handles (Fig. 29) for the handle-bar, to which each is fixed by a screw
at the point s'. Each handle is of sheet iron fitted with a pear-shaped ball of
india-rubber. When this ball is pressed at the opening of the handle, the air
expelled acts upon a small tongue at the end. In order to cause the pear-shaped
ball to be compressed throughout its whole length, it is provided at the largest
part with a piece of metal corresponding in shape with the opening s.
5. A pillars (Fig. 24) ending in a loop through which the handle-bar sis
passed and fixed by a thumb-screw.
6. A piece e (Fig. 13) with pivots e¹ and e; the end e² (Fig. 10) of the back-
bone e (Figs. 1 and 10) screwing into the same.
7. Two steel rings 63 and 63 (Figs. 31 and 32) hinged at the points 6 and having
two lugs and 6 in which the pivots e and e' turn. The hole in the lug b
(Fig. 32) does not extend all the way through the lug, but the hole in the lug b
(Fig. 31) goes all the way through. These two rings are attached at the points 2
and of the head (Figs. 1 and 8). Sections of the head taken at these points
are represented in Figs. 37 and 37'.
8. A steel pillar (Fig. 22) having several square holes for holding the
tripod p (Figs. 1 and 21). In the base of the pillar there is a recess, shewn in
Figs. 22 and 49; Fig. 49 being a section on the line, in Fig. 22.
This pillar
or support is put over the joint ¹ (Fig. 10) of the arm (Figs. 1 and 22). The
piece is placed between the arms near the joint. The jointed arm and the
piece are connected to the pillar by a pin.
9. Two pedals (Fig. 25) resembling those generally in use.
10. The parts represented in Fig. 3, which pertain to the brake.
11. The chain t
12. A folding lamp similar to those used in photography, except that it is round
and coloured at the base; that is, where those of the photographer are opaque.
At one of the triangular bases is placed a receptacle for oil; this receptacle and
the bracket used for supporting the lamp on the bicycle are also detached and
placed in the pouch.
The accessory pieces which go in the body of the stick, following the
enumeration of the accessory pieces already described, are:-
13. The handle-bar 3 (Fig. 24) of hollow steel, which is placed in the stick in
the position indicated in Fig. 5, and held by means of two pins placed under it.
14. Two cranks 10 (Figs. 1 and 6) of equal size, which are fixed on the ends of
the axle t and carry the pedals. These cranks are of about the same thickness
as the forks, and are attached to the stick by means of very small hooks.
15. Four half tubes (Figs. 5 to 7 and 40) of india-rubber, which are placed in
the grooves or hollows of the stick. These half tubes (Figs. 41 and 42) are
attached to the steel rim, which terminates at one end in a right angle; the turned-
up piece having a square hole. The other end is also bent into a right angle, and
has a T-shaped projection. The steel band has a number of holes at equal
distances from one another, and of the same shape as those of the rim . In each
of the hollows which are left between the spokes of both the folded wheels, two
half tubes and 713 (Fig. 39) are placed with their flat sides against each other.
The ends of these half tubes are joined together as indicated in Figs. 41, 42
and 43. One end has a T-shaped projection, which is put in a recess in one
end of the other tube, and then turned until the parts are brought into their proper
relative positions. The other end is provided with a turn-piece r¹¹, which engages
with a projection 10 of the metal band r".
Supposing the bicycle to be folded in its case, it is put together in the following
way The case (Fig. 4) is taken off, folded up and put into the small pouch.
One of the wheels is loosened, and, after the half tubes and the rods of the brake have
been removed from between the spokes, it is placed horizontally, taking it by the
end (Fig. 46), whereupon the weight of the spokes causes them to open out.
The collar m is then turned until the projections can be placed between the.
spokes K. It is thereupon secured by the screws. The spokes K' are fastened by

page_text: the collar m' and the nut m. From the case (Fig. 26) is taken out the steel
rim (Fig. 27), which is then unrolled. The ends K' of the spokes are inserted in
the elongated holes in the rim; the ends of the rim being united by means of a
bolt and nut (Fig. 1). The other wheel is removed and put together like the
first. The ends of the half tubes are joined as previously described. Each
rubber tyre and steel band is placed on the rim of its wheel with the elongated holes
pointing in the opposite direction to those in the rim. The turn-piece I (Fig. 42)
fits in an opening in the rin; a turn being given to it, as indicated in Fig. 43.
The head and the backbone are unscrewed, the pieces (Fig. 5) and the two
pieces 10 (Fig. 6) having been previously taken out. The two arms of the head b
are opened to form the front fork, which is mounted on the steering wheel; the
nuts and the washers (Fig. 45) being removed from the pouch and put on
the ends of the axle. Before mounting the fork, care must be taken to place the
piece a (Fig. 3) of the brake in the position shewn in Fig. 1, where it serves to
make the fork more firm.
The ring 68 (Fig. 31)
(Fig. 3) are attached.
(Fig. 24) and fastened
In the upper end of the head is put the pillars (Fig. 24).
is then connected to the head, whereupon the brake-rods
The handle-bar is passed through the loop of the pillars
with the screw.
The handles are then fitted to the ends of the handle-bar, and
are secured by means of the screws . The backbone e and rear fork (Fig. 10)
are thereupon mounted on the driving wheel; the joint e¹ (Fig. 1) being fastened
for greater security. The chain t is added before fixing the arms and of the
fork to the axle. The step 18 (Fig. 50) is put between the arm fand the nut and
washer on the end of the axle. The arm h (Fig. 10) is then placed in the position
shown in Fig. 1; the bearing block h' for the pedal-shaft having been placed
between the joints h¹ and h. This block is secured by a bolt (Fig. 34), which
passes through one of the holes h, then through the hole and finally through the
other hole. The bolt is furnished with a nut h' which bears against the wedge-
shaped washer 18. The chain-wheel is mounted on the square part of the
pedal-shaft t (Fig. 33). After the chain has been put on, the arm / may be firmly
attached to the backbone e by means of the nuts on the pin. The hinge h
(Figs. 10 and 35) serves to permit the pin to project more or less from the
backbone; thus enabling the pedal-shaft to be moved in one direction or the other
if the chain be too tight or too slack. The crauks (Fig. 6) are then fixed on
the ends and of the pedal-shaft. At the outer extremity of each crank is a
secured one of the pedals. On the end of the backbone (Fig. 10) is screwed
the piece shewn in Figs. 1 and 13. The backbone is then united to the head by
passing the pins e and ethrough the holes and (Figs. 31 and 32); the second
ring being then locked. The armi (Fig. 10) is placed in the position shown in
Fig. 1, and the nut on the pin is screwed up. The pillar (Fig. 22) is put over 4
the joint, the piece added, and the securing bolt inserted and tightened. The
support for the saddle is then passed through one of the holes in the pillar, and
secured by the nut . The frame of the saddle (Fig. 11) is extended, and the
strap put in the pouch. The latter is gathered up by means of the strap
(Fig. 15). The projections p. (Fig. 19) are placed in the holes in the back arms of 4
the support p; the collar. being put over the front arm. The parts are then
fastened together by means of the screws p³. The bracket on the ring is for
holding the lamp. The mudguards are supported by a simple arrangement of small
rods, and can be rolled up and kept in a case adapted for being inserted in the
pouch.
is
In disconnecting the bicycle, it is merely necessary to detach the parts in the
reverse order to that in which they are put together.
is 5
The safety bicycle or bicyclette just described has a frame resembling that
technically known as a « cross-frame. In Fig. 56 and subsequent figures, a safety
bicycle or bicyclette having what is technically termed a "diamond-frame "
shewn this type being sometimes called the Humber pattern."
As the diamond-frame is stronger than the cross-frame, the thickness of some of.
66

page_text: the pieces has been reduced. The nucleus of the stick is formed by the head (68) and
the diagonal (0%) of the frame screwed to another short tube. Sections of the
stick are shewn in Figs. 66 and 67.
The pieces which are placed round the nucleus of the stick are the following :-
1. The front fork ³, the arms of which have the sections shewn at d in Fig. 68.
2. The upper part n of the diamond-frame (Fig. 118), the section whereof is
indicated at n in Fig. 68.
3. The lower part es of the frame, which is of the same section as the upper part.
4. The two cranks o (Figs. 69 and 70), which are solid, and have a section at o¹
of the same external shape as that indicated at n' in Fig. 68.
5. The two tubes which form the lower rear fork y' (Fig. 118), which have the
section represented at g2 in Fig. 68.
6. The two tubes forming the upper rear fork, which are of the section shewn
at in Fig. 68.
7. Two pieces pertaining to the brake, one of the section indicated at a¹ in
Fig. 68, and the other of a section similar to n' in Fig. 68, but rounded.
8. The four wire supports for the mudguards, two for each wheel; one end of
one support being represented in Fig. 61.
Figs. 63 and 64 illustrate in section the way in which the pieces are placed round
the head.
Figs. 62 and 65 are a plan and a vertical section of the upper portion of the
stick, which forms the handle of the same. This portion is joined to the two
hinges of the front fork d³, and the two ends o' of the cranks.
Fig. 120 is a projection shewing the way in which the pieces are assembled to
form the stick.
Figs. 56, 57 and 58 are longitudinal sections of the hubs of the wheels.
Figs. 56 and 58 illustrate the sleeves m, m³ and m, which fasten the ring whereon
the spokes are threaded. The sleeves and nut are separately represented in
Fig. 60. The nut m serves to secure the sleeve m', and also strengthens the
hub. Fig. 57 shews the hub without the nut and sleeves. The spokes are
fastened in a way analgous to that described with reference to Fig. 44. Three of
the spokes are illustrated in Fig. 71; k and ke being side views, and a front
view. These wheels are folded in the same way as the wheels already described,
and are introduced through one or the other of the ends of the tubes in the stick.
Fig. 122 represents the upper end of the stick, through which the rear or driving
wheel is introduced; the chain-wheel m", whereof Fig. 59 is a front view, remaining
level with its top. In Fig. 122, the upper end of the stick is shewn in the case.
The lid a, when closed, forms, with the part beneath it, the handle of the stick.
In Fig. 121, a" is the brass ferrule.
Fig. 119 shews the entire stick.
The satchel is different to the one first described, because the vertical saddle-
springs and their support are done away with; the saddle being reduced to a
leather seat of the "hammock pattern and a frame having a bar in front and a
cross-bar behind to which the spiral springs are attached. The saddle, when put
together, has the shape indicated in Fig. 92, and when folded in the form of a
satchel has the appearance represented in Fig. 77.
The pieces which are placed in the interior of the stick between the spokes and
the folded wheels are as follow:-
1. The handle-bar, which is of the section shewn at 8 in Fig. 133.
in the middle than at the euds.
It is larger
2. The pillar (Figs. 82 and 83) for the handle-bar. The pillar and the
handle-bar are connected in the way represented in Figs. 95 and 96; the first being
a plan and the second a vertical section to a smaller scale. The screw & effects a
solid and secure join.
3. The round bar pertaining to the seat-support.
4. The seat-pillar, which has the section illustrated at pin Fig. 133.

page_text: 5. The two pieces shewn in Figs. 92, 97 and. 98, which form part of the seat
support.
6. The brake-rod, which is a tube of the section indicated at as in Fig. 133, and
a pin of the section represented at a¹¹ in the same figure. The pin is introduced
into the tube and is connected with a screw in order to allow for the alteration of
the height of the handle-bar. This brake-rod is mounted on the brake and attached
to the lever in the came way as in the machine first described.
7. The three spiral springs p" (Fig. 92).
The main pieces which go in the stick are put one inside the other as indicated
by the section f (Fig. 133). The third piece, which is solid, is placed in one of
the ends of the handle-bar.
The accessory pieces which go into the satchel are the following
1. The pedal-shaft t" and its bearing-bracket (Figs. 72, 75, 76 and 78). To this
bracket are fastened by means of nuts the parts g' and e' of the frame; the part o³
being screwed into a cap on the top of the bracket.
2. The uniting piece o*, of which Fig. 80 is a side view. This piece is screwed
to the end of the part o; the tube and the arms being united to it by nuts, as
indicated in Figs. 73 and 74.
3. The two brackets g in which the ends of the axle of the driving wheel are
supported. To each bracket (Figs. 79 and 81) are secured by means of screws the
ends and g of the rear forks. In each bracket there is also a screw-regulator for
adjusting the chain. This regulator comprises a disc go, through a screw-threaded
hole in the centre of which passes a screws projecting from the sleeve g'.
The latter is placed over one end of the axle 1. When the chain has been
adjusted by turning the discs g, the parts are fixed in position by means of nuts 96.
4. The ring or collar represented in Figs. 86 and 87, which are a front and a
side view respectively. This ring goes at the upper end of the head 68 and is
secured by means of screws n°. It works on a double row of balls, as shewn in
Figs. 82 and 83. From the ring there projects a loop n' to which the upper
part n of the frame is fastened by nuts. The pillar for the handle-bar goes
through the part n', in which it is clamped by means of bolts and nuts nº.
5. A ring or collar 6 for the lower part of the head. This ring is put on before
the ring n, because it is slipped along the part 68 until it reaches the crown of the
fork Figs. 88 and 89 are a front and a side view respectively of this ring. In
Fig. 84, the ring is shewn attached to the fork d³ by a bolt and nut 610. In Fig. 85,
the way in which the bearing-ring surrounding it is joined to the lower part e of
the frame can be seen. The bolt also holds the brake-bracket. Fig. 93 is a
plan of the under side of the ring 69.
6. Two union-pieces (Fig. 942), which serve to join the three tubes formning the
support for the saddle (Fig. 92). The part is solid and has at each end a
sleeve p. Fig. 94¹ is a transverse section shewing the sleeve. The two handles
also go in the satchel. They are similar to those shown in Fig. 29, but the union
is effected by means of the screwed sleeve represented in Fig. 94.
In the satchel are also put the driving wheel, the chain.t, twelve interchange-
able screws which serve for the twelve principal joints of the frame, the clip pl
(Figs. 90 to 92), which fastens the saddle-support to the frame, the small angle-
piece pertaining to the lever of the brake, the rims of the wheels, and the pneumatic
tyre. Each of the two rims is made up of twenty pieces of the shape indicated
in Fig. 100, which is a longitudinal section, in Fig. 106, which is an end view,
and in Fig. 107, which is a transverse section. Each of these pieces has at one
end three projecting pins or dowels u', and at the other end three corresponding
holes. The pins at the end of one piece fit into the holes in the adjacent end of
the next piece. All the pieces are held securely together by means of a thin steel
band u', which lies in a corresponding recess u³. The ends us of the band are
acted upon by screws (Fig. 105). For greater security two bands instead of
Each piece of rim has a slot u' for the flat head of a spoke.
one may be employed.

page_text: The latter is inserted when the rim section is in a position at right angles to that
it occupies when forming part of the wheel. The rim section is then turned
through an angle of ninety degrees; whereupon the head of the spoke can not be
withdrawn from the slot. The upper part of each spoke-head may also enter a
slot 8 in the band . This would absolutely prevent the displacement of the
spokes engaging with the slots 8 without the removal of the band.
At each joint
in the rim there is a spoke; a groove being made in each of the abutting ends of
the rim sections to admit of this. The heads of these spokes go into place on
bringing the rim sections together. In assembling the parts of the wheel, two
sections of the rim are placed over the heads of two alternate spokes; a quarter
turn being given to the sections, and the two ends intended to abut united.
Another section is then connected to the next spoke, given a quarter turn and
caused to abut against one of the other sections and the spoke at the end thereof.
Another piece is then taken, and so on, until the wheel is built up. The last
section can be got in by springing the other sections so as to cause the ends of the
partially-built rim to be brought far enough apart for the purpose. After the last
section is put into place, the band is applied. All the sections of the rim,
except one, when in the satchel are placed over one another, as indicated in
Fig. 113. The section not so placed the one containing the regulator of the
valve, which will be described hereafter; the section of rim carrying the inflating
valve being put with the other pieces after the valve has been unscrewed.
With the rim described, any known pneumatic tyre may be used, provided it is
sufficiently light and pliable, so that when deflated it can be folded-up and placed
in the satchel or made into a separate parcel.
I prefer, however, to employ a pneumatic tyre the construction of which is
quite distinct from that of any other tyre known at the present time.
The new pneumatic tyre is not one that can not burst; but, if it does burst, no
serious inconvenience results.
Fig. 101 is a transverse section of this pneumatic tyre. The tyre is divided into
cells of the shape indicated in Figs. 101 and 102; the latter being a longitudinal
section. The number of cells preferred is from 160 to 180 in the whole tyre.
Owing to the interior of the tyre being thus divided into cells independent of one
another it follows that, should the tyre burst in one, two, three, ten, or even
twenty or more different places, the cyclist need not trouble to get off the machine,
stop the holes and reinflate the tyre, but he can ride on and stop the holes at
home. It is, moreover, obvious that the improved pneumatic tyre is less likely
to burst than ordinary pneumatic tyres; the compressed air being divided and
incapable of concentrating its action on one point of the tyre. This cellular
pneumatic tyre is preferably covered with a fine and strong material, such as silk.
The divisions of the cells should also be made of or contain similar material.
The weight of the cyclist is divided, if not between all the cells, at least between
several. The outer envelope or cover of the tyre is composed of similar but
stronger stuff, and over this, on the side which comes against the ground, there is
a layer of india-rubber extending from u to u¹0 (Fig. 101); its greatest thickness
being at ull. There is an opening in the base of each cell (Figs. 101, 102
and 108). In order to inflate and deflate all the cells at the same time and also
to render each series of cells independent of the other series, there is beneath the
cells, and running all along the circumference of the wheel, a strip of strong
material joined at its edges to the tyre. This strip has throughout its length
cross slits (Fig. 116), each one of which corresponds to the eight openings of each
series of eight cells (Fig. 101). This fixed strip forms a kind of flat scabbard
through which runs. a movable strip u, containing cross slits like the strip u³.
The openings in the movable strip can be caused to coincide or not with the
openings in the strip us and in the bases of the cells. If they coincide (Fig. 108),
the cells are in communication with the passage ul. If they do not coincide
(Fig. 102), communication between the various cells and between the cells and the
passage is cut off. After the cells are fully inflated and the strip 1 has been

page_text: moved into the position shown in Fig. 102, a little more air is pumped into the
passage ; thus bringing the air in the passage to a greater pressure than the
air in the cells. This forces the strip against the bottom of the tyre; thus
securely closing the various cells. To regulate the movement of the opening and
closing strip, it passes round a cylinder e (Figs. 110 and 111) mounted in a box
or casing attached to the rim on tlie opposite side to where the air-valve is fixed.
The rollers facilitate the movement of the strip . The cylinder is turned
by means of a key (Fig. 117) applied to the part. The latter has an arrow
for indicating when the communication between the air-cells and the passage u¹ is
open or closed; in other words, for indicating the position of the strips. The
casing containing the cylinder is furnished with a lid o, which keeps out the dust
and damp. The inflating valve (Figs. 102 and 109) is of the most simple
description. It consists of an india-rubber stopper mounted on a metal pin fixed
in the bottom of a screw-threaded metal cap. At one side of the valve, there
is a nozzle into which the inflator is screwed. When the tyre is full and the
valve closed, a small lid is shut over it to prevent the entrance of dust.
For fastening the pneumatic tyre to the rim, I have adopted the system of tying.
At each side of the tyre (Fig. 112) there is a strong string in a groove v
(Figs. 106, 107 and 109), which runs along the whole circumference of the rim.
The four ends of the strings are fastened under the casing of the cylinder v
(Figs. 105 and 112) by two small plates ' tightened by a nut and bolt.
Fig. 99 represents the relative size of the pneumatic tyre of the front wheel
mounted on the rim u.
Figs. 114 and 115 show the pneumatic tyre deflated and ready to be folded up;
the first figure being a transverse section, and the second a longitudinal section.
This improved pneumatic tyre can be applied to wheels incapable of being folded
up; that is, to wheels of the ordinary kind. Its construction is then modified in
the following way-The mechanism for working the strip (5) containing the
slots, and which serves for opening and closing the cells, is embodied in the tyre.
This strip has along its whole length and on each side a very fine band z of steel
(Figs. 125 and 127). These bands are so attached to the strip that they do not
impede the action of the strip in closing the orifices (Fig. 124) under the pressure
of the air in the passage (Fig. 125). These small steel bands prevent the
elongation or contraction of the strip u through wear or changes of temperature.
If the strip were to vary in length, its openings would not coincide with those of
the air-cells. The steel bands also enable the strip to work without a sheath
(such as ); the bands running on small rollers arranged at intervals apart
round the rim of the wheel. The cylinder is omitted, and at certain points the
steel bands have a series of teeth 2, with which the toothed wheels engage.
These wheels are turned by a key, such as (Fig. 117). The rim has the shape
represented in Fig. 12, there being formed in it the passage, the bearings for
the rollers, and the grooves for the securing cords.
2
The number of cells in the pneumatic tyre can be increased or diminished as
desired without departing from the principle of my invention.
This pneumatic tyre and rim can of course be applied to the bicyclette first
described. The latter may also be constructed with a ball-head instead of with
plain hinge-pins, as represented in Figs. 1 and 13. Figs. 128 and 129 shew the
way in which the rings 2 and 3 (Fig. 1) can be furnished with ball-bearings for
the pins e and e. Figs. 131 and 132 indicate two distinct sections of two different
patterns for cushion tyres of large diameter. The one shewn in Fig. 131 is
specially adapted for use with rims such as illustrated in Figs. 1 and 27; while
that represented in Fig. 132 is more suitable for rims in sections.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I claim :-

page_text: arranged and combined, substantially as described with reference to Figs. 1 to 55
of the accompanying drawings, in order to enable the bicycle to be folded up into
a stick and satchel.
2. The construction of a bicycle with a diamond-frame, or of the Humber
pattern, having the various parts arranged and combined, substantially as described
with reference to Fig. 56 and subsequent figures of the accompanying drawings, in
order to enable the bicycle to be folded up into a stick and satchel.
3. In a folding bicycle, forming the spokes, the rims, and the hubs of the wheels,
and combining them, substantially as described with reference to the accompanying
drawings.
4. In a folding bicycle, inserting the wheels in the head and the backbone sub-
stantially as described with special reference to Fig. 48 of the accompanying
drawings.
5. In a folding bicycle, the utilisation of the saddle as a satchel, substantially as
described with special reference to Figs. 11 to 20 of the accompanying drawings.
6. In a folding bicycle, the construction of a frame of the Humber pattern so
that the various parts can be readily disconnected, substantially as described with
reference to the accompanying drawings.
7. For use on the wheels of velocipedes, the improved pneumatic tyre sub-
stantially as described with reference to Fig. 99 and subsequent figures of the
accompanying drawings.
Dated 4th day of November 1892.
G. G. M. HARDINGHAM,
191, Fleet Street, London, E.C., Chartered Patent Agent.