improvошен of cycles and Calliages.
Year: 1898

page_text: Date of Application, 15th July, 1898
Complete Specification Left, 12th Apr., 1899-Accepted, 15th July, 1899
improvошен
of cycles and Calliages.
I, FREDERICK WARNER JONES, of 168, Dashwood House, London, Civil Engineer,
do hereby declare the nature of this invention to be as follows:-
My invention relates to the bearings, rims and tyre of the wheel. I make
the bearings each with two steel balls the size of the balls of the axle and the
diameter of the case being in geometrical proportion. Two or more pairs of balls
placed longitudinally with the axle may be used. For pneumatic wheels I make
the rims preferably V shaped but I turn the edges outwards and add a convex
base or this convex base may be a separate steel band and used also to fix the
tyre. I make the tyre heart shaped of thin steel or suitable material or of sieel
tubeing and in proper proportion to the width of the rim base the width of the
rim base being the side of a squre a circle around which gives the width of
the tyre. For non pneumatic wheels, I fix to preferably a V shaped rim heart
shaped steel or suitable springs which carry a rim which carries a rubber or
suitable elastic tyre. This second rim being in tension by being of smaller radius
than the centre of the heart springs. In pneumatic wheels. between the two
halves of the tyre I fix or make it a part of the tyre itself compressed india
rubber cork or suitable material, of a shape preferably the upper half of which
corresponds with the depression between the apeces of the tyre when filled.
Dated thie 14th day of July 1808
I, FREDERICK WARNER JONES, of 168, Dashwood House, London, Civil 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 follow-
ing statement:-
My invention relates to an improved construction of rims and tyres for cycle and
other wheels. The main feature of my invention consists in constructing the
tyre of an approximate heart shaped sectional form in combination with other
features whereby the undue strain and friction to which the material of ordinary
pneumatic tyres is subjected are obviated, and I preferably construct such tyre
as also the wheel rim in such manner that all parts thereof have a definite
geometrical proportion to each other as I will explain with reference to Fig. 1
of the accompanying drawings.

page_text: Assuming the width of the rim to be represented by the line A-B, I draw a
square AE FB thereon and from the point of intersection C of the diagonals
thereof, I describe a circle AYEFZB touching the corners of the square. From
the points A and B I draw tangents AG and BG which give an angular form AGB
that may represent the section of the rim, or, preferably for cycles, I take the
arc ARB of the said circle for the rim. From the point of intersection G of the
tangents as a centre, I draw the arc H, passing through A and B, which arc is
consequently identical with are ARB and represents the section of an outer rim,
which may either be formed in one with the inner rim ARB, or may be a separate
band of steel or other suitable material. I divide the radii YC and CZ of the
circle into two parts giving the points K and L, and from these points as centres,
I describe with radii CK and CL the equal circles YMC and ZNC.
From a centre P I describe a circle touching line EF at D and touching
arcs YMC and ZNC respectively with the arc B₁ QC. The compound curved
line AYMB QC NZB then constitutes the approximately heart shaped con-
figuration of the elastic tyre, which may either be formed as an inflated caoutchouc
tyre or of steel bands as herein after described.
In the hollow of the tyre between the apices M and N of the tyre, I according
to one arrangement firstly fit a light concave ring B¹ QC of steel or other rigid
material and upon this I fit a ring DPQ of solid caoutchouc or other suitable
material, which rim and ring serve to maintain the heart shape of the tyre; also,
when the tyre is subject to the pressure of a load on the ground, it will be seen
that the ring D will first be pressed inwards to a certain extent, after which if
the downward pressure exceeds a certain amount the two apices M and N will
also come in contact with the ground, thus affording three definite points of
contact at some distance apart, between the tyre and the ground.
If the ring D be made of hard caoutchouc or other non-expandable material,
the concave ring B' QC' can be dispensed with.
In some cases I do not make the ring D of circular section but extend it
laterally by curves MD and ND. struck from centres A A², or I employ the
modified form MDNQ shewn at Fig. 7.
When the pneumatic tyre is more or less deflated, the part MDNQ will bear
against the outer rim H which may with advantage be made with an inward
bulge as at H¹ Fig. 7, into which the said part fits, thus preventing any lateral
shifting thereof which might otherwise take place. It will be seen that, in the
case of pneumatic tyres, when the tyre is inflated, the outer rim H in being acted
upon by the air pressure will tend to flatten out and will consequently put a
transverse lateral strain on the tyre.
The outer rim may however also be made straight instead of curved as repre-
sented by the line AB Fig. 1.
In the case of pneumatic tyres, I prefer to fix the tyre to the rim by a modified
form of ball and socket joint in which the ball is replaced by a cylinder, a
cylindrical swelling being formed on each edge of the tyre fitting a corresponding
cylindrical groove on the outer edge of the rim; but the tyre may also be formed
with swelled edges of different form and secured as will be presently described.
Fig. 2 shows a section of the tyre and rim constructed according to the
diagram Fig. 1, in which the cylindrical edges AB of the tyre, (in which may
be imbedded wires) are held in grooves formed by the combined hollowed edges
of the inner and outer rims as shewn.
According to the modification of the rim shewn at the left hand of Fig. 3 the
inner and outer rims are formed in one piece and the groove for the reception
of the cylindrical edge a of the tyre is formed externally thereto; at the right
hand side of this figure the inner and outer rim are shewn separate, each part
being formed with part of the groove at Figs. 4, 5 and 6, the inner and outer
rim are formed with flat flanges between which the edges of the tyre are held.
At the left hand of Fig. 5, the edge of the tyre is formed with a rigid angular

page_text: piece a which may or may not be covered with the caoutchouc of the tyre, and
which may be secured between the flanges of the inner and outer rim by means
of screws passing through the three parts. On the left hand of Fig. 6, the tyre
is formed with a thick caoutchouc base c c fitting on to the outer rim H and
either formed entirely closed, or with an air tight lap joint d, the angular edge
of the tyre being by preference thickened by an internal rounding as shewn.
The caoutchouc base is made of sufficient thickness to prevent blowing through
holes that have to be made at in the outer rim when this is made in one piece
with the inner rim for the introduction of the spokes. The spokes of the wheel
may be fixed in the inner rim as shewn at Figs. 2 and 4. Their correct position
may be determined as follows:-
Referring to Fig. 1 if lines be drawn from point G to centres K and L, and
lines be then drawn from centre C through the points S and T at which the
lines GK and GL intersect rim ARB then lines CS and CT will give the proper
angular direction for the spokes, and S and T the points of their attachment to
the inner rim.
If the tyre be made of steel instead of caoutchouc, I afford it the necessary
resiliency by making it of laminar form as at Figs. 9, 10 and 11. For this
purpose I stamp a strip of sheet steel with interstices as shewn at Fig. 8, leaving
the two edges continuous for fastening the same to the rim, the openings being
preferably made narrower at the middle than at the ends, so that when bent
into the heart shape as at Figs. 10 and 11 the openings will become of about the
same width throughout. Such steel tyres may be employed either as a covering
for an inflated tyre, in which case care should be taken that the openings are
not large enough for the inflated tyre to be bulged through them, and also that
their edges are not sharp, so as not to cut the caoutchouc tyre.
A form of spring VC to be used for cycles when the tyre is not pneumatic is
shewn in Figs. 9, 10 and 11. These springs can be made either separately of
suitable strength or continuously as a part of the tyre joined to the rim or in
one piece therewith and be used with or without the inner band rim AHB in
which case the heart spring would take the form of (Fig. 1) GAYMQNZBG united
at G or at ST and fixed preferably by the spoke heads at the angular point G or
at ST if the rim be curved as ARB instead of as AGB. In all cases the springs
must be in proper tension in accordance with the weight carried and this may
be done by the light rim B¹ QC being made of a sufficiently small radius. The
concave ring B¹ QC Fig. 1 must be joined to the several springs at their respective
points Q and be of sufficient depth to retain the rubber ring QB' DC; the lateral
extensions B MD and DC N of the ring are not required in this form of con-
struction.
For pneumatic tyres suitable inflation holes are placed in the rims and tyres
where necessary.
When the steel tyre is employed without an inflated tyre, it is made with a
sufficiently thickened base to give the requisite strength and is there fixed prefer-
ably by screws to the rim AB, as shewn at Fig. 11.
I am aware that it has already been proposed to make tyres of a heart shape
with a ring formed either of wire or of a coiled spring situated between the apices
of the tyre, and I do not therefore claim such a construction generally.
It is an essential feature of my method of constructing heart shaped tyres, that
the inner part YABZ Fig. 1 of the tyre should have a semicircular curvature
on the diameter YZ. and that the portions YM and ZN of the apices of the tyre
should be of the radii KY and LZ formed as parts of circles joining on to the
said semicircle YABZ, the points M. and N being variable and dependent on the
form of the ring D.
It is a further essential feature that the concave ring B¹ QC or the ring D
when this is employed alone should, when in position between the apices of the
tyre, be in a state of tension, so as to put the tyre itself in an initial state of
compression, corresponding to the weight it has to carry.

page_text: Having now particularly described and ascertained the nature of this
invention and in what manner the same is to be performed I declare that what
I claim is:
1. In wheels for cycles and carriages the combination of an angular or curved
inner rim such as R, a convex outer rim such as H, an approximately heart
shaped tyre either of caoutchouc, steel or other elastic but not expansible materia!,
and a ring of non expansible material such as 1) situated between the apices of
the tyre and made to project beyond such apices such ring being fitted on in a
state of tension substantially as and for the purposes described.
2. In wheels for cycles and carriages, an approximately heart shaped tyre in
combination with a concave ring of non expansible material such as B' QC¹
situated, in a state of tension suitable to the weight carried, between the two
apices of the tyre and a ring of circular section such as D of caoutchouc or other
more or less elastic material fitted into the said concave ring, substantially as
described.
3. In wheels for cycles and carriages, the combination of a curved or angular
inner rim such as R, a convex outer rim such as H. approximately heart shaped
springs of steel or other suitable metal such as VC fixed to flanges on the rim R,
a concave ring of steel or other rigid material such as B' QC situated in a state
of tension suitable to the weight carried hetween the apices of the spring VC
and a ring of circular section such as D of caoutchouc or other more or less
elastic material fitted in the concave ring and made to project beyond the apices
of the springs, substantially as described with reference to Figs. S to 11 of the
drawings.
Datalab toll J
1 1000