Improvements in Velocipedes and other Wheeled Vehicles.
Year: 1897

page_text: PROVISIONAL SPECIFICATION.
Improvements in Velocipedes and other Wheeled Vehicles.
I, FRANK PULLEN CANDY, of Ivy Bank, Ashley Road, Bowdon, in the County
of Cheshire, Sanitary Engineer, do hereby declare the nature of this invention
to be as follows:-
.
My invention relates firstly to improvements in the frames of velocipedes,
secondly to improvements in cranks and in the method of fastening them to the
axle and thirdly to improvements in pneumatic tyres.
Referring to the first part of my invention and to the single rear driving
velocipede as now generally constructed I employ from the bottom or from the top
or other part or parts of the head of the velocipede to the crank bracket thereof
two or more connectors one of the ends of each of which I attach at the said head,
preferably to arms or extensions from the said head so that I obtain points of
support or attachment for the said connectors at relatively a considerable distance
or distances apart horizontally, the other ends of the said connectors I attach
preferably to the centre of the crank bracket' but I may attach them to the ends
of the crank bracket in which case I preferably provide additional strut or stays,
or I may attach the said connectors at other part or parts of the crank bracket. I may
use crossed supports between the said connectors or may cross the
connectors and instead of attaching the connectors
crank bracket I may attach them to a
direct to the
single connector which
in its turn is attached to the crank bracket. The aforesaid arms or
extensions I preferably construct so that they accord in appearance with the fork
crown.
I employ two or more similarly arranged connectors from the upper angle of the
velocipede frame, (at the which (angle the tube carrying the saddle is generally
attached) to the crank bracket I provide if necessary arms or extensions at the
said upper angle of the frame to which said arms or extensions the connectors are
attached.
I strengthen the strut or struts running from the crank bracket to the axle of the
rear wheel against transverse strains by means of a support or supports one end of
which is attached to the said strut and the other end is carried to about the axle of
the rear wheel where it is attached to the frame at a point to the side of the point
at which the strut is attached, the point at which the said support is attached to
the said strut will be usually about that point just clear of the crank when it is
nearest the said strut; or I may carry the said support alongside and parallel or
ibereabouts to the said strut or I may use a strut from about the beforementioned
point, clear of the crank, back to the rear axle of a stiffer section laterally than that
part of the strut forward to the crank bracket, or I may carry the strut from the
end or thereabouts of the chain side of the crank bracket to the rear axle in as
straight a line as possible or convenient and carry the other strut, from the centre
of the crank bracket or thereabouts to the rear axle in as slanting a direction as
possible or convenient.
Or I may construct the strut or struts from the crank bracket to the rear axle

page_text: in shape like two sides of a triangle, the apex thereof pointing either towards or
away from the ground or I may supplement these by two, additional and opposite
sides with preferably the apex of each of the two sides connected together.
I may also supplement the ordinary diamond frame by a strut or struts
running from the head of the velociped (preferably the bottom of the head) to
the rear wheel axle, or by a strut or struts from the bottom part of the velocipede
head to the top angle of the frame, or by one or more stays or struts from the
top of the head to the crank. bracket.
F
In constructing a frame for a velocipede to carry more than one rider I may
employ any of the beforementioned improvements or any modification thereof
rendered necessary or advisable for such velocipede.
I may use any combination of any of the before mentioned improvements.
The second part of my invention relates to cranks and in method or manner of
attaching the same to the crank axle.
I construct the crank of a triangular shape on plan, the said crank being
attached to the axle at or about the base of the said crank, the pedal being
attached at the apex end, the said base of the crank 1 preferably form rounded.
1 preferably form the said triangular crank mot solid on plan but have the central
portion or portions removed or left void, preferably providing one or more pieces
or parts connecting the two sides of the crank at such place or places. For
instance may form the crank from a triangular shaped piece of sheet metal
of a suitable thickness and stamp out or otherwise remove two pieces of metal
somewhat in shape as the said crank from the central part of the said sheet
metal leaving a connecting piece, holes are also formed to receive the crank
axle and the pedal axle and i then have the crank in the rough, I remove the
metal in such a way that that which remains shall be best proportioned to with-
stand the strains with the least weight of metal. Instead of forming the crank
in or at the edges of the metal I may employ ribs or angles or rolls or corrugations
in or at the edges of the metal to give stability either with without a part or
parts of the metal being removed or left void; or I may form the crank from a
bar or tube formed into a triangular shape and provided at or towards the base
and apex with suitable parts to which the crank axle and pedal can be attached:
I may fasten the pedal, to the crank axle by screwing it on and providing nuts
at back and front which nuts have and engage with threads cut in the opposite
direction to those on and with which engages the crank itself; I preferably form
the said nuts saucer shaped (or equivalently (arranged with a washer studs or the like)
that is with the edges turned over by which means I obtain greater convenience
and security in attaching the crank, the said nuts may also serve as strengthening
pieces; the said outside nut I may either screw on the axle (of a smaller diameter
than the part on which the crank screws) or form it as a set screw and screw it
into a threaded hole in the axle, the back nut will of course require to be on a
part of the axle of larger diameter than the part on which the crank screws;
instead of providing a back nut I may terminate or obstruct the thread on the
axle with which the thread in the crank engages so that the cranks when screwed
up shall be in their proper positions relative the one to the other, I then provide
a front nut as before mentioned. Or I may form that part of the axle on which
the crank is placed tapering or with a flat or with both and form the hole in the
crank to match, the crank being forced or kept on by a nut outside, a nut being
provided inside by means of which the crank can be conveniently removed when
desired. Instead of nuts I may use suitable cotters or other equivalents. Or I
may attach the crank to the axle by means of a key the outside end part of which
is formed of suitable shape and provided with a thread on which there is a nut, the
nut engaging against a part of the crank axle so that by turning the nut the key
may be easily removed when it is desired to take the crank off or I may attach
the crank to the axle by means of a connector or connectors attached at one part to
the crank axle and at another part to the crank.
"
The third part of my invention relates to improvements in pneumatic tyres, for

page_text: velocipedes and other wheeled vehicles, particularly that form of tyre known 'a's
tubeless tyre.
I construct such tyre of a suitable flexible annular tube or container having an
opening or slit around its inner periphery the said tube or container (which I
will speak of as the tube) being adapted to be secured to a wheel rim and being
provided with a valve whereby it can be inflated; at the said opening or slit
I form as hereafter specified an air tight joint or joints when the tube is in its
place on the wheel rim. When necessary or convenient I use an agent such a
soft soap to aid the formation of the air tight joint. I sometimes use a wheel rim
with turned up or turned over flanges the tube being attached thereto by reason
of enlargements on the outside of the inner periphery of the tube engaging with
the said flanges, I do not however confine myself to this particular method of
attaching the tyre to the rim, I sometimes use mechanical attachments such as
ring bolts or the like.
I may manufacture the tube of such shape or in such manner that the rubber
(or other equivalent material) of which it is formed, is in a state of compression
on the inside or on a portion of the inside of the tube when it is inflated so
that should the tube be perforated the perforation shall automatically close and so
prevent or tend to prevent the compressed air inside the tube from escaping.
I may effect this by manufacturing the tube so that its outer periphery when
uninflated is of greater circumference or diameter than when inflated; or I may
manufacture the tube so that its side or sides or part or parts thereof when
uninflated are concave; or I may manufacture the tube with that part outside
which when the tyre is in use is designed to be the inside, the tube being
turned outside in after the said part has been properly or sufficiently manu-
factured, or I may take the tube turn it inside out and cement or vulcanise or
otherwise suitably attach one or more linings or coverings of rubber or the like
to the inside thereof and then turn the tube back again. In order to avoid the
material on the outside of the tube when in use being in a state of extension I may
coat or cover the tube on the outside with a suitable layer or layers of rubber or
other material; or I may manufacture the upper part or outer periphery of the
tube curved in cross section in a smaller curve to that which it forms when
inflated on the wheel rim and also preferably with its extreme outer circumference
or periphery of a greater circumference or diameter than it assumes when inflated
on the wheel rim. I prefer to form the inner lining or coating of rubber of the
tube thicker at its outer periphery than at the edges or inner periphery.
I may suitably apply the before described perforation closing devices to what
are known as single tube tyres; in such case I prefer to provide a detachable
method of attaching the said tyre to the wheel rim, for instance the method
before referred to, and to provide an air tight joint around the inner periphery
of the said tyre the said joint being such that it can be conveniently opened and
resealed, in order to furnish a means of getting at the interior of the tyre should it
be necessary to do so, for instance I provide edges at the join which overlap, I
may use a gum to make the seal the detachable attachment prevents the inflation
of the tyre from tending to pull the said joint open; I preferably form that part
of the tyre within the wheel rim and between the points of detachable attach-
ment of as flexible material as possible; I may provide a tab or tabs or the like
in order to facilitate the opening of the said joint.
Referring to the construction or forming of the air tight joint or joints to the
beforementioned tube,
I construct the edges of the tube and a short distance back therefrom of elastic
material such as rubber without canvas insertion and I provide in the centre
of the wheel rim or thereabouts a cushion or arch of rubber or its equivalent.
which when the said tube is in its place in the wheel rim the said edges thereof
clasp or engage with so as to form an air tight joint; I may attach the said cushion
or arch to one of the said edges.
Or I construct one or both of the edges (or attachment or attachments forming

page_text: them) of the tube wholly or partly in the form in cross section of an (elastic)
tube or coil or curve or rod or bar or the like so that the said edges when the tube
is placed in the rim are forced the one against the other and an air tight joint
formed, I preferably arrange the joint so that the greater the pressure of air in
the tyre the closer shall the said edges be forced together, I may arrange that one
of the said edges overlaps an extension from the other edge as well as being
forced against the said other edge; I may have the said elastic tube coil or curve
not attached to either of the said edges; or I suitably attach to or combine with
one or both of the said edges of the tube or otherwise employ a circular or endless
spring (for instance an elastic cord) smaller in circumference than is the part
with which the said circular spring engages or causes an engagement to be made
and so forming an air tight joint or joints; or I so form suitably shaped edges of
the tube that a space is left within the wheel rim between the said edges and I
provide a suitable endless ring which shall lie between the said edges to form an
air tight joint but shall not when the tyre is first put on the wheel rim reach
down to the bed of the said rim so that when air is forced into the tube the pressure
shall force the said ring tighter against the edge or edges of the tube I may
suitably attach the said ring to one of the edges of the tube; the said ring may be
in cross section triangular or V shaped or semi-circular or circular or other suit-
able shape and may be solid or hollow; I may utilise the said endless ring to
form or aid the attachment of the tube to the wheel rim. Or I provide between
the suitably shaped edges of the said tube or attached to one of them an air
tight tubular ring furnished with a valve so that it may be inflated and thereby an
air tight joint secured between the edges of the said tube. I also preferably
provide the said inflatable tubular ring with a relief valve opening into the tyre
tube so that one inflation only is needed for both and so that the pressure in
the said inflatable tubular ring shall be greater than the pressure in the tyre
tube, I provide means for deflating the tyre when necessary, the said inflatable
tubular ring is so arranged and constructed by means of canvas insertion or
otherwise that its expansion when inflated shall be against the edge or edges of
the tube, I preferably form the said edge or edges in cross section <shaped or
semicircular or with the top part overhanging, so as to hold the said inflatable
tubular ring and I may arrange that the inflation of the said tubular ring shall
also fasten the tube to the wheel rim.
Or I attach the said tube in an air tight manner to the wheel rim by means of a
ring or rings or band or bands or the like of metal or other suitable material bolted
or otherwise attached to the wheel rim the edges of the tube being held between
the said ring or rings or the like and the wheel rim, I preferably enlarge and
suitably shape the edges of the tube so that the method that forms the air tight
joint forms also the attachment of the tube to the rim, I provide suitable means by
covering the said ring or rings or the like or the wheel rim or both with rubber
or other suitable material so that no air can escape between the points of attach-
ment of the tube inside the rim, the valve may be suitably attached through the
rim, I may use rings which are attached to the sides of the rim either inside or
outside or I may use rings or a band or bands which are furnished with a join or
joins whereby they may be tightened upon the tube and rim by suitable arrange-
ments the said rings being either inside or outside the tube, or I may use a ring
or rings or band or bands and tighten upon the tube and rim the same by
pulling a part thereof through an aperture in the rim suitable arrangements
being provided whereby the compressed air shall not escape through the said
aperture, or I may use segments or parts of a circle forming when in use a
complete circle or endless band which segments are tightened upon the tube and
im by bolts or levers or otherwise, or I may use rings which are forced away
from the rim at one or more points and thereby are tightened upon the rim at
other points.
Part of this third head of my invention relates to improvements in tubeless
tyres of the type described in Smallmans Specification No. 2782 of A. D. 1892

page_text: according to the said specification the air pressure alone has to make the air tight
joint and this as the air pressure at first is very little it is extremely difficult
if not impossible to effect according to the specification, my improvement consists
in forming the edge or edges or part or parts of the tyre upon which the duty of
forming the air tight joint falls of elastic material such for instance as india-
rubber without canvas insertion and in manufacturing moulding or forming one
or more of the said edge or edges or part or parts less in diameter or circumference
than the edge or edges or part or parts which they overlap and engage so that the
pressure of the elastic edge or edges or part or parts against the other edge or
edges or part or parts shall form the necessary air tight joint or joints to enable
the tyre to be conveniently inflated; when I mould the said elastic edge or edges
in one with the tyre I form it or them of such shape that they give the tyre in
cross section an oval shape when uninflated.
I may provide an inner tube, or its equivalent furnished with a valve for
inflation, to a tubeless tyre so that the tyre can be used as a tubeless one the inner
tube then lying conveniently stored within the tyre so that should the tubeless
tyre become perforated and not air tight the inner tube can be inflated and the
tyre used as a double tube tyre until the outer casing can be conveniently rendered
air tight.
I may combine any of the before mentioned devices with any other or others
before mentioned.
Dated this Twolfth low of Amil 1007
Марготощение vеrострей her wheeled venicies.
I, FRANK PULLEN CANDY, of Ivy Bank, Ashley Road, Bowdon, in the County
of Cheshire, Sanitary 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:-
I do not now intend to make claims regarding the two first heads described in
my Provisional Specification my invention therefore relates to improvements in
pneumatic tires only.
"
The first part refers to methods of rendering those forms of tires known as
tubeless" and "single tube" tires self-closing when punctured.
I manufacture the tire of such shape or in such manner that the rubber (or
other equivalent material) of which it is formed is in a state of compression on the
inside or on a portion of the inside of the tire when it is inflated so that should the
tire be perforated the perforation shall automatically close and so prevent or tend
to prevent the compressed air inside the tire from escaping.
In order that my invention may be more readily understood I have attached the
accompanying drawings.
For convenience I will speak of the tire as being in two parts (1) the inner air
tight lining and (2) the other part of the tire which I will call the " outer
part."
Fig. 1 illustrates a cross section of a tire showing a manner or method of attach-
ing the inner air tight lining in order that the same shall be in a state of
compression when the tire is in use; the outer part of the tire is first manufactured
and is turned or placed so that the inside part is outwards (in which position it is
'shown) the air tight lining is then attached as indicated.

page_text: T is the tread of the tire, C a layer of canvas and L L L three air tight layers
of india rubber (or other suitable elastic material) forming the air tight lining.
For convenience of drawing I have shown these of considerable thickness, in
practice I prefer to use them as thin as possible; by the use of more than one
layer for the air tight lining I obtain a very important increase in the amount of
compression obtained when the tire is reversed for use as each successive layer,
being built up on a curve, is longer than the other without being stretched: I do
not however limit myself to the use of an air tight lining composed of more than
one layer. It will be evident that I may form or build up the curved compound
layer on a mandrel instead of on the tire and afterwards apply it to any tire for
the purpose of a puncture closing layer.
Fig. 2 illustrates in cross section the tire shown in Fig. 1, turned back to the
position and shape it occupies when inflated on the wheel rim.
It will be noted that in Fig. 1, the outer part of the tire is shown with the tread
assuming a greater circumference that it assumes when in use on the wheel rim, by
this means the inner lining which is under the tread of the tire is put into
longitudinal as well as lateral compression: I do not limit myself however to
this shape, as for example when constructing a single tube tire 1 prefer to attach
the air tight lining to the other part of the tire when it is in a rounder shaper than
that illustrated in Fig. 1.
In attaching the air tight lining to the other part of the tire the lining should
not be stretched and particularly when very thin layer is being used; in order to
prevent the layer from stretching I sometimes face it or insert therein thin fibrous
threads or woven silk or the like.
In order to keep the outer part of the tyre in shape when adding the air tight
lining I employ a suitable mandrel.
Tis
Fig. 3 illustrates in cross section the outer part of tyre put into a concave shape,
while the inner lining is being attached, instead of being turned inside out.
the tread of the tire, C the canvas and L the air tight lining, in this case I have
shown a lining of one layer only. I sometimes also put into concave shape those
sides of the tyre which are shown as straight in Fig. 3.
In Figs. 1, 2 and 3 I have not shown any method of making the tire into an
air tight tube, the edges being shown incomplete: I may employ for the purpose any
of the methods hereafter described or any other suitable method. When I wish to
form a single tube tire, the edges of the tire (as in Fig. 2) are suitably joined
together to form the tube.
The second part refers to the construction or formation of an air tight
joint or joints to that type of tire known as "tubeless," I employ a positive
mechanical joint.
Fig. 4 illustrates in cross section one method of forming the air tight joint
which is also shown as the method of attaching the tire to the rim. R is the
rim, BB are rigid bands encircling the rim and in shape very much as a part of
the rim, P is the edges of the tire, which edges are enlarged at their extremeties.
in order to enable them to be held in the rim, and are gripped between the
bands B and the sides of the rim by means of bolts D. attached to B, and
nuts N. A is an airtight covering attached to B. B, and preferably carried round
the upper parts of B, B and faced with soft rubber so that the air tight joints
are more easily formed with the tire, the bolts D may be at intervals of about six
inches apart around the rim; the inside of the edges of the tire is of course also
lined with soft rubber.
Fig. 5 illustrates in cross section a modification in which a well known shape
of rim is shown, R is the rim, P the edges of the tire, B, B rigid bands encircling
the rim which bands are forced against the enlarged edges of the tire by means of
the hinged arrangement shown at D, N is the nut on the small shaft by which
motion is given to the tightening arrangement, A is the air tight covering attached
to B, B as before described: I sometimes use a tire with enlarged edges below B B
as shown in Fig. 4.

page_text: Fig. 6, illustrates in cross section a tire and rim, R is the rim, P the edges of
the tire which are shown enlarged at their extremities in order that the tire may be
held to the rim by the air tight-joint forming device, but I may adopt independant
means for attaching the tire to the rim, and similarly with regard to Fig. 4.
BB are two rings or bands encircling the rim one end of each of the rings being
free to slide in or out of the other (hollow) end of the same ring so that the rings
are extensible and reducible in circumference, the hollow ends of each band are
firmly connected together by a stout cross-bar E as are also the other ends of each
band at a point some little distance (say about one and a half to three inches)
from the ends thereof; the two said cross-bars are further connected together by
means of a device which will enable the cross-bars to be brought together or moved
apart, the device being operated from the outside of the rim, so that the rings can
be tightened down on the edges of the tire to form an air tight joint or can be
loosened to allow the tire to be detached.
One tightening and loosening device I use is to connect the said two cross-
bars by means of two threaded shafts and a coupling with right and left hand
threads, in well known manner, I further place a small wheel on the coupling so
that the same can be revolved by means of a chain or band passing out through
the rim. A is the air tight covering which envelops the rings B and is sufficiently
open or cut at the point where the loosening and tightening device is to enable
the same to be properly manipulated. A should be sufficiently elastic to stretch
when the rings are being enlarged. I preferably also place cross-bars between the
rings and attached thereto at intervals of about a foot apart.
A valve for inflation is conveniently applied.
It will be evident that I may use combinations of the arrangements herein
described.
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 tyre and method of constructing the same substantially for the purposes
described and as illustrated in Figs. 1 and 2.
2. An inner air tight lining attached to a tyre when the same has the inside out-
wards substantially as and for the purposes described.
3. An inner air tight lining for the purposes described attached to the tire while
the same is in a position or shape substantially as described with reference to
Fig. 3.
4. A puncture closing layer for a pneumatic tyre consisting of a number of
layers built up on a curve which is afterwards reversed in use.
5. The construction of an air tight tyre on the rim substantially as and for the
purposes described and illustrated with reference to Fig. 4.
6. The construction of an air tight tyre on the rim substantially as and for the
purposes described and illustrated with reference to Fig. 5.
7. The method of forming an air tight tyre by gripping its edges between the
sides of the rim and bands forced against the rim the said bands being connected
by an air tight strip substantially as described.
8. The construction of an air-tight tyre on the rim substantially as and for the
purposes described and illustrated with reference to Fig. 6.
Jox of Tonuar 1908