Improvements in Air Valves.
Year: 1893

page_text: Date of Application (in United Kingdom), 21st Aug., 1893
Complete Specification Left, 21st Aug., 1903 Accepted, 23rd Sept., 1803
Comproto optonication
COMPLETE SPECIFICATION.
Improvements in Air Valves.
I, DAVID Ross BERRY, residing at Rockaway, Morris County, State of New
Jersey, United States of America, Machinist, 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 air valves to be attached to objects to be inflated, such
for instance as pneumatic tires for bicycles or other vehicles.
The object of the invention is to provide a valve that may be readily connected
with the tire or with the inflatable tube thereof in a strong, durable, efficient way,
and yet permits of its disconnection from the tube without cutting or injury to the
same; that prevents leakage and permits of the ready inflation and deflation of the
tire; and that permits, if desired, of employing metal only and dispensing with
springs and washers. To these ends, I have devised the improved construction
hereinafter described and claimed.
The accompanying drawings show the invention in a form that I have found to
be practical and desirable. Some of the features may, doubtless, be used without
the others in constructions differing in detail somewhat from that herein shown.
Figure 1 is a view in elevation of the air valves, showing the elastic tube in
section, and the exterior cover in dotted lines.
Figure 2 is a sectional view of the air valve.
Figure 3 is a similar section at right angles to that shown in Fig. 2; and
Fig. 4 is a bottom plan view of the air valve.
The tube A, or other article to be inflated is provided with an aperture for the
reception of the valve frame, and may be strengthened at this point if desirable, by
interior and exterior elastic washers a, a'. The valve frame, in the form shown,
consists of a tube or hub B, having a flange b. This part of the device, as well as
all the other parts, is preferably made of some metal not readily oxidizable or
corrosive such as brass or other suitable metal or alloy. The flanged end of the
valve frame is forced through the aperture in the elastic tube. The inner face of
the flange nearest the edge is preferably plane, as at 6', and within this annular
plane face is an annular groove or depression b. The wall of the inflatable tube
surrounding the aperture lies upon this face of the flange and is clamped between it
and a loose clamping ring or follower C having a flange c.
The face of this flange
near its outer edge is plane, corresponding with the face of the flange b, and within
such plane face is an annular rib c corresponding in shape with the depression in
the flange b. Within this annular rib and next the bore of the follower is an
annular groove or recess c³. The follower passes loosely over the hub or frame B
and is forced down by a nut D working on a thread on the hub.
As seen in the drawings, when the parts are clamped together, the edge of the
aperture in the elastic tube is forced into the annular recess in the follower and
the wall of the tube is clamped between the plane and interlocking faces of the two

page_text: flanges. A tight connection is thus formed between the frame of the valve and the
tube and the nut that clamps the follower is in turn locked by the
сар K as herein-
after appears. Of course the faces of the clamping flanges might be formed
otherwise than as described, and so far as the construction of the valves, hereinafter
described, is concerned, the valve frame might be differently attached to the
inflatable tube.
The dotted lines X represent any ordinary covering for the tube.
The bore of the hub B is contracted at the central portion and on each side of
such contraction is formed a conical valve seat f, g. The inner end of the bore is
preferably enlarged and is screw threaded for the reception of a threaded plug H
having a slot h therein. The valve stem I has formed on or secured to it a conical
valve that is seated at f and the reduced inner end of the stem is flattened and
enters the slot in the plug H. The stem passes loosely through the contracted bore
and its outer end is screw threaded for the reception of a nut g₁ having a conical
face and constituting a valve that is seated at g. This valve nut is inclosed by a
cap K screwing upon the end of the hub B and bearing against the nut D. The
valve stem is placed in position and the plug H is screwed in, the flattened end of
the stem lying in the slot in the plug, and the valve frame is then attached to the
elastic tube as described. The plug H prevents the stem from dropping into the
elastic tube, and the stem in turn, when held by its valve-nut gy', which is the normal
condition, locks the plug against turning and prevents it from working loose from
its socket. The valve f¹ serves as a check valve during the operation of inflation.
When the valve nut g¹ is screwed up tightly both valves are firmly closed against
their seats and leakage is impossible. Both the valves and their seats should be
ground to a true fit and from their form they will not become impaired by wear.
When it is desired to inflate the tire, the cap K is replaced by the screw cap or
thimble of the compressor, the valve nut g¹ having been loosened but not removed.
There is then sufficient clearance past the valves and stem to admit air, while, as
before stated, the valve f¹ serves as a check valve. The desired degree of inflation
having been obtained, the thimble of the compressor is removed, the valve nut
tightened up, thus firmly drawing both valves against their seats, and the cap K
replaced. In screwing up the valve nut the stem is prevented from turning by the
slotted plug and there is no possibility of the stem slipping or revolving, and as
stated both valves must therefore be positively forced against their seats.
To deflate the tire, it is only necessary to remove the cap, loosen the valve nut
and press the spindle down slightly. This unseats the check valve f¹ and the air
escapes past the valve g₁, which by its own pressure it then tends to unseat.
It will be seen that I dispense entirely with spring-controlled valves and may use
metal only-but of course if desired, the valve faces and seats might be made of
hard rubber or any other suitable material. I prefer, however, to entirely dispense
with any other material than metal.
My improved device is strong and is economical to construct and owing to the
character of the valves, they will not in long continued use become impaired, and
I may as before stated disconnect the valve entirely without injuring the elastic
tube.
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. The combination of the flanged hub, the valve devices contained therein, the
flanged follower having a smooth bore, the clamping nut and the cap.
2. The combination of the flanged hub, the valve devices contained therein, the
follower having a flange co-operating with the flange on the hub to clamp the
tube or other device to which the hub is applied, and the nut acting on the follower
to press it toward the flange of the hub.
3. The combination of the flanged hub and flanged follower formed with inter-
locking faces on adjacent sides between which the material is clamped, devices for

page_text: pressing the follower toward the flange of the hub and valve devices contained
within the hub.
4. The combination of the hub having a flange whose face is formed with an
annular outer plain portion and an inner annular groove, the follower having a
flange whose face is formed with an outer plain portion and an annular rib, and an
annular recess nearest the bore, devices for clamping the follower, and the valve
devices contained within the hub.
5. The combination of the hub or valve frame having an enlarged inner end, and
having two valve seats, the valve stem arranged longitudinally in the hub, a valve
contained within a recess in the hub at said valve seat, and a valve nut adjustably
secured on the opposite end of the stem and forming a closely fitting, opening and
closing valve for the other seat, substantially as set forth.
6. The combination of the valve frame or hub bored longitudinally, a valve seat
located within the bore of the hub near the inner end thereof, a valve stem adapted
to be inserted into the inner end of the hub, and a valve carried thereby and
located within the bore at the valve seat, means for holding the stem in position
when inserted, a valve seat formed in the bore of the hub towards its outer end,
and a nut screwing on the stem and forming a closely fitting opening and closing
valve for the last named seat, substantially as described.
7. The combination of the valve frame or hub having a longitudinal bore con-
tracted at its middle portion, and a valve seat formed at each end of the contracted
portion and within the bore of the hub, a stem adapted to be inserted into the hub
from its inner end, a valve carried by the stem for one of said seats, the plug
removably secured to the inner end of the frame or hub, and engaging and
supporting the inner end of the valve stem, and a valve nut screwing on the
opposite end of the stem and constituting a valve for the other seat, substantially
as described.
8. The combination of the hub or frame bored longitudinally and having a
conical valve seat at opposite ends, the valve stem having a flattened end below
the valve, a screw plug having a slot in which the flattened end of the stem
enters, a valve for one of said seats, and a valve nut screwing on the opposite end
of the stem, and constituting a valve for the other seat, substantially as described.
9. The combination of the hub or valve frame having in its bore two opposing
valve seats, a valve stem extending through the longitudinal bore of the hub, two
valves, one for each seat, means for drawing the valves towards each other to force
them against their seats or moving them away from each other to unseat them,
and means for preventing the valve stem from turning while the valves are being
adjusted.
10. The combination of the hub or valve frame having in its bore two conical
valve seats, a valve stem, two valves, one for each seat, means for drawing the
valves towards each other to force them against their seats, or moving them away
from each other to unseat them.
11. The combination of the hub or valve frame having in its bore two conical
valve seats, a valve stem, two valves, one for each seat, means for drawing the
valves toward each other to force them against their seats, or moving them away
from each other to unseat them, and means for connecting the valve frame with
the elastic tube of a pneumatic tire, substantially as described.
12. The combination of the solid hub or valve frame having a flange for its
attachment to an elastic tube, and an interior bore contracted at the middle with a
conical valve seat at each end of such contraction, a valve spindle adapted to be
inserted into the flanged end of the hub, and means mounted in said end of the
hub for holding the spindle in position, a conical valve carried by the spindle for
one of said valve seats, a conically faced nut screwing upon the outer end of the
spindle and forming a valve for the other seat, and screw cap, substantially as set
forth.
13. An air valve substantially such as shown in the drawings comprising a hub

page_text: adapted to be attached to the body to be inflated, a removable cap and a valve,
the stem of which has an adjusting nut.
14. An air valve for pneumatic tires, as herein shown and described.
Dated this 10th day of August 1893.
DAVID ROSS BERRY.