Bicycle frame

The forward triangle of a bicycle frame incorporates steel lug pieces which are made out of ordinary tube sections, without collars. The end of the lug tube is readily and inexpensively shaped by a simple mitering operation to fit at any particular location and at any particular angle for any particular frame size or frame geometry. The shaped end of the lug tube is pulse tungsten inert gas (TIG) welded to the related frame structure. The weld area can be heat treated, prior to the brazing of a frame tube, so that only the relatively short tube lengths of the lug tube and associated frame structure need to be subjected to the heat treatment temperatures. An all steel frame is constructed by brazing a steel alloy frame tubes into each related lug tube and onto the associated frame structure. This forms a connection which utilizes the strength of the TIG weld and brazing, the elasticity of the brazing, and the damping of shock frequencies resulting from the combination of the steel and brass materials. Carbon fiber frames are constructed by gluing carbon fiber frame tubes to the TIG welded steel alloy lug tubes and associated inner, TIG welded, support tubes. The physical qualities of the steel alloy parts are closely matched to the physical qualities of the carbon fiber frame tubes to provide a strong, lightweight, front triangle, bicycle frame which is not subject to catastrophic failure of metal parts.

BACKGROUND OF THE INVENTION 
This invention relates to constructions of the forward triangular frame of 
a bicycle. 
This invention relates particularly to the use of steel lug tubes which are 
tungsten inert gas (TIG) welded and brazed in steel frame sets and which 
are TIG welded and glued in carbon fiber frame sets. 
A brazed, lugged connection is well known and is widely used in 
traditional, steel bicycle frames. 
TIG welding of frame tubes directly to associated frame structures is also 
well known and widely used in traditional, lugless bicycle frames. 
The prior art brazed, lugged frames and the prior art direct TIG welded 
frames have a number of disadvantages. 
The lugs which have been traditionally used to construct lugged steel 
bicycle frames have incorporated a collar (for encircling a related frame 
structure, such as, for example, a head tube) in addition to having a 
short tubular portion which is brazed to a related frame tube. 
The traditional, collared lugs were connected to and were brazed to both 
the frame tube and the related frame structure. Such brazed, collared, 
lugged connections provided a durable, generally satisfactory, structural 
connection. 
The main disadvantages of the traditional, lugged frame construction have 
been (1) the overall weight involved in the finished connection, (2) the 
complex geometry of the collared lug, and (3) the cost involved in 
producing suitable lugs for different size frames and frequent changes in 
frame geometries. 
Each collared lug at each frame connection location must be complexly 
curved to achieve the close fit required at the juncture of the frame tube 
and the related frame structure. A different location of the connection 
(to accommodate a change in frame size or a change in frame geometry) 
usually required a different curvature of the surfaces of the collared 
lug. 
The collared lugs have traditionally been made either by complex rolling 
operations on a sheet of low carbon steel or by individual investment 
castings. Both lug fabrication techniques required a significant 
investment for the apparatus needed to produce a specific lug shape and 
curvature. 
When limited production runs of a large number of different frame sizes and 
frame geometries are required, the traditional, collared, lugged frame 
construction has drawbacks because of the special apparatus required to 
fabricate the lugs and the costs associated with the special apparatus 
required to fabricate the lugs. 
Also, the prior art, traditional, lugged frame sets often required a 
costly, special jig to hold each different size frame set or each 
different geometry frame set in alignment during brazing. 
A relatively large amount of brazing material has also been required to 
finish a brazed connection in the traditional, collared lugged frames. The 
brazing material, which is heavy, can make the frame heavier than desired. 
The prior art TIG welded frame sets eliminated lugs by TIG welding a frame 
tube directly to an associated frame part (such as, for example, the head 
tube). 
The disadvantages of the prior art TIG welded frame (as compared to a 
lugged frame) include less frame strength, less frame stiffness, less 
frame shock dampening and less frame life. 
The strength of a TIG weld area generally is less than the strength of the 
frame tube alloy material. 
The weld area also tends to be brittle, if it is not heat treated. 
Heat treating of the TIG welds (in the prior art, direct TIG welded frame 
set) was so difficult that it usually was not done. Heat treatment of all 
the welds required exposing the entire frame set to the heat treating 
temperatures. That could cause the frame set to get out of alignment. 
Because of the reduced strength and brittleness in the TIG welded areas, 
the traditional, TIG welded frame sets usually had a shorter useful life 
than the traditional, lugged frame sets. 
The material is a TIG weld is a hard, unyielding material (as compared to 
the softer brazing material). The brazing material is relatively elastic 
and tends to absorb and to dampen road shock. But the direct TIG weld 
connection does not provide any effective damping. 
The TIG weld is essentially a linear connection and cannot distribute 
forces applied at the connection evenly down the frame. 
The brazing material in a lugged connection can distribute forces evenly 
down the frame. 
As a result of all of these factors, the way a bike rides and feels down 
the road is different with a brazed, lugged frame than it is with a direct 
TIG welded frame. 
TIG welds do not add lateral stiffness to the frame. 
Lugs do add lateral stiffness. 
The prior art, traditional, TIG welded frame set can also get to be 
relatively expensive when efforts are made to minimize the weight of a 
frame set. To reduce the weight of a frame set, the frame tubes are of 
smaller thickness in the mid part of the tube than at the ends. But 
relatively large thicknesses at the ends of the tubes are needed to insure 
adequate thickness for a TIG weld. The frame tubes are usually seamless 
tubes which are formed by rolling a sheet and seam welding the sheet. 
However, the tubes are sometimes drawn tubes, instead of being folded over 
and seam welded tubes. Drawn tubes maximize tube strength and minimize 
tube weight. But drawn tubes of varied thicknesses at different parts of 
the tube can become very expensive to make. 
It is an important object of the present invention to combine the best 
features of the prior art lugged frame construction and the prior art TIG 
welded frame construction, while eliminating or avoiding problems inherent 
in each of those prior art, traditional frame construction techniques. 
A third, traditional, frame construction has incorporated carbon fiber 
frame tubes and cast aluminum lugs. 
The failure point for such carbon fiber bicycle frames usually has not been 
the carbon fiber. 
The failure point has instead usually been the aluminum lugs to which the 
carbon fiber frame tubes are glued. 
The traditional, aluminum lugs have generally been heavy cast pieces which 
are brittle and which can fail catastrophically if not properly designed. 
The cast aluminum lugs are subject to sudden (catastrophic) failure with 
little or no warning (in contrast to the failure mode of a steel part, 
which will usually give some prior, warning, high pitched, squealing 
sound). 
It is another important object of the present invention to integrate outer, 
steel alloy, lug tubes with carbon fiber frame tubes (and with steel inner 
support tubes) to create structures which are lightweight, yet much 
stronger and more durable than the prior art, heavy, cast aluminum pieces. 
It is a related object of the present invention to combine steel lug tubes 
with carbon fiber frame tubes in a frame which combines the best qualities 
of steel alloy lug tubes and carbon fiber frame tubes and to achieve a 
laterally stiff, yet radially compliant ride for the serious bicycle 
rider. 
SUMMARY OF THE PRESENT INVENTION 
In all embodiments of the present invention, the lug pieces are made out of 
ordinary tube sections, without collars. The end of the lug tube, without 
a collar, is readily and inexpensively shaped (by simple, mitering 
operation) to fit onto the outer surface of a related frame structure at 
any particular location, and at any particular angle for any particular 
frame size and frame geometry. 
The tube sections are alloy steel, preferably 4130 chrome-moly alloy steel. 
In two embodiments of the present invention, the shaped end of a lug tube 
is TIG welded to the related frame structure before a frame tube is 
connected to the lug tube. 
The weld area is heat treated prior to the brazing of a steel alloy frame 
tube to the lug tube and associated frame structure. Thus, only the 
relatively short tube lengths of the lug tube and the associated frame 
structure need to be subjected to the heat treatment temperatures. 
The heat treatment of the weld area can therefore be done (1) without 
applying the heat treating energy to the entire bicycle frame and (2) 
without introducing problems of frame distortion which could arise from 
heating treating the entire frame. 
In two embodiments of the invention in which the bicycle frame is an all 
steel bicycle frame, an end of a frame tube is shaped to fit within the 
steel lug tube and onto the surface of the related frame structure at the 
particular location of the TIG welded steel lug tube. This end shaping of 
the frame tube is also done by a simple mitering operation and does not 
require any special jig set. 
In one embodiment of the invention the shaped end of the frame tube is 
brazed to the outer surface of the related frame part after the associated 
lug tube has been TIG welded to the related frame part. The outer surface 
of the frame tube is also brazed to the inner, facing surface of the lug 
tube. 
In a second embodiment of the present invention, the shaped end of a lug 
tube and the shaped end of a related frame tube are aligned, and the lug 
tube is spot welded to the related frame tube (to keep the shaped ends in 
alignment) before the lug tube is TIG welded to a related frame part. 
The outer, steel lug tube is then TIG welded (by pulsed TIG welding) to a 
related frame part at the particular location desired for a specific frame 
size and frame geometry. 
In this second embodiment, the steel lug tube and the steel frame tube are 
then brazed, through the concentric space between the tubes, to form a 
connection of the steel frame tube to the steel lug tube and to the 
related steel frame structure. 
The TIG welded and brazed lugged connections utilize the strength of the 
TIG weld and the brazing, the elasticity of the brazing, and the damping 
of shock frequencies resulting from the combination of the steel and brass 
materials. 
The shaped ends of the steel frame tubes and the steel lug tubes can always 
be shaped by an inexpensive and relatively simple mitering process. Fully 
lugged frames of various sizes and geometries can be economically 
manufactured (1) without the need for an expensive, specific, precision 
frame jig for each different size or frame geometry and (2) without the 
need for expensive rolling or casting operations to form specific, 
collared lug structures and geometries for each different frame size or 
frame geometry. 
It is a feature of all the embodiments of the present invention that the 
steel lug tubes are shaped to provide convex, complexly curved side 
reinforcement ears (without any sharp, pointed formation) on the sides of 
the lug tubes. 
These side reinforcement ears increase the lateral stiffness of the bicycle 
frame. 
Each lug tube is also shaped to provide concave curvatures and relieved 
areas at the top and at the bottom of each lug tube. 
These relieved areas allow vertical flexibility and compliance of the 
bicycle frame. These configurations in the lug tubes permit vertical 
flexing and springiness in the frame when a wheel goes over a bump and 
provide lateral stiffness to prevent undesired flexing during hard pumping 
of the pedals. 
In a third embodiment of the invention, a steel alloy inner support tube is 
mitered to fit onto the outer surface of a related steel alloy frame 
structure at a particular location and for a particular frame geometry. 
This shaped end is then TIG welded to the frame structure before a 
related, outer lug tube is TIG welded to the frame structure at that 
location. 
An outer lug tube (having an end mitered to fit the frame structure at that 
particular location) is then slipped over the inner support tube and TIG 
welded to the related support structure. 
The TIG welds are then heat treated to anneal the TIG welded areas prior to 
connecting a carbon fiber frame tube to the lug tube and the inner support 
tube. 
The end of a carbon fiber frame tube is then inserted into the annular 
space between the inner support tube and the outer lug tube, until the 
carbon fiber frame tube engages a radially extending stop on the inner 
support tube. 
Glue is then injected into the connection to glue the carbon fiber tube to 
the steel inner support tube and to the steel outer lug tube. 
The steps described above are for each connection of a carbon fiber frame 
tube to related steel frame structure to complete the bicycle frame. 
The physical qualities of the carbon fiber frame tube are closely matched 
to the physical qualities of the steel alloy parts to provide a strong, 
lightweight, front triangle, bicycle frame which is not subject to 
catastrophic failure of metal parts. 
Methods and apparatus which embody the features described above and which 
are effective to function as described above comprise further, specific 
objects of the present invention. 
Other and further objects of the present invention will be apparent from 
the following description and claims and are illustrated in the 
accompanying drawings, which by way of illustration, show preferred 
embodiments of the present invention and the principles thereof and what 
are now considered to be the best modes contemplated for applying these 
principles. Other embodiments of the invention embodying the same or 
equivalent principles may be used and structural changes may be made as 
desired by those skilled in the art without departing from the present 
invention and the purview of the appended claims.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
A lugged, steel bicycle frame constructed in accordance with one embodiment 
of the present invention is indicated by the general reference numeral 21 
in FIG. 1. 
The bicycle frame 21 includes a forward triangular frame 23 and a rear 
triangular frame 25. 
In the FIG. 1 embodiment all of the lugged connections in the forward 
triangular frame 23 incorporate the strength of steel and brazing and also 
achieve the elasticity of brazing. All of the lugged connections 
effectively dampen shock frequencies because of the combination of the 
properties of the steel and brass materials. 
The forward triangular frame 23 includes a steel alloy head tube 27, a 
steel bottom bracket 29, and an externally butted top end structure 31 of 
a steel alloy seat tube 37. 
The front triangular frame 23 includes a steel alloy top tube 33, a steel 
alloy down tube 35 and the steel alloy seat tube 37. 
The rear triangular frame includes steel alloy tubes 39 and 41. 
In accordance with the present invention steel alloy lug tubes 43, 45, 47, 
49 and 51 are incorporated in the connections of the frame tubes to the 
head tube 27, the bottom bracket 29, and the externally butted top end 
structure 31. 
In the embodiment of the invention shown in FIG. 1, the lug tubes 43, 45 
and 51 are connected by pulsed TIG (tungsten inert gas) welds 53 to the 
related head tube 27 and externally butted top end structure 31, as will 
be described in more detail below. 
In the embodiment of the invention shown in FIG. 1, the bottom bracket 29 
has the outer lug tubes 47 and 49 formed integrally with the bottom 
bracket, as will also be described in more detail below. 
Each frame tube is connected to the related bicycle frame structure and to 
its associated lug tube by brazing, as will also be described in more 
detail below with specific reference to FIG. 8. 
It is an important feature of the present invention that all of the lugged 
connections in the forward triangular frame 23 of the bicycle frame 
embodiment shown in FIG. 1 incorporate the strength of steel and brazing 
and also achieve the elasticity of brazing. All of the lugged connections 
dampen shock frequencies because of the beneficial combination of the 
properties of the steel and brass materials. 
A brazed, lugged connection is a well known and a widely utilized technique 
in prior art bicycle frame constructions. The prior art brazed, lugged 
structure will be described in more detail below with reference to FIGS. 2 
and 3. 
TIG welding of frame tubes directly to associated frame structures is also 
a well known bicycle frame construction technique. This prior art direct 
TIG welded structure will be described in more detail below with reference 
to FIG. 4. 
The prior art brazed, lugged frame construction technique and the prior art 
direct TIG welded frame construction technique have a number of 
disadvantages which are overcome by the present invention. 
As shown in FIGS. 2 and 3 the lugs 61 which have traditionally been used 
(to construct lugged steel bicycle frame sets) have incorporated a collar 
63 for encircling a related frame structure (such as the head tube 27 
shown in FIG. 2) in addition to having a short tubular portion for 
receiving and retaining a related frame tube (such as the top tube 33 or 
the down tube 35 shown in FIG. 2). 
The prior art collared lugs 61 were connected to and were brazed to both 
the frame tube and head tube. The brazed, collared, lugged connection 
provided a durable, generally satisfactory, structural connection. 
The main disadvantages of this prior art type of lugged structural 
connection have been (1) the overall weight involved in the finished 
connection, (2) the complex geometry of the collared lug, and (3) the cost 
involved in producing suitable lugs 61 for different size frames and 
changes in frame geometries. 
Each lug at each frame connection location must be complexly curved to 
achieve the close fit required at the juncture of the head tube and the 
frame tube. A different location of the connection (to accommodate a 
change in frame size or a change in frame geometry) usually requires a 
different configuration of the curvature of the surfaces of the lug 61. 
The lugs 61 have traditionally been made either by complex rolling 
operations on a sheet of low carbon steel or by individual investment 
castings. Both lug fabrication techniques require a significant investment 
for the apparatus needed to produce a specific lug shape and curvature. 
When limited production runs of a large number of different frame sizes and 
frame geometries are required, the traditional lugged frame construction 
(shown in FIGS. 2 and 3) has drawbacks because of the special apparatus 
and the costs associated with the special apparatus required to fabricate 
the lugs. 
Also, for the prior art lugged frame sets, a relatively costly special jig 
has often been required to hold each different size frame set or each 
different geometry frame set in alignment during brazing. 
A relatively large amount of brazing material has also been required to 
finish a brazed connection in the traditional, prior art, lugged frame set 
shown in FIGS. 2 and 3. The brazing material, which is relatively heavy, 
can make the frame set heavier than desired. 
As shown in FIG. 2, the traditional lugs were often formed with a peak or a 
point 65 (see also FIG. 3) at the top and bottom of the associated frame 
tube. This pointed configuration 65 tended to operate like the point of a 
can opener during the transmission of vertical forces through the frame 
set. The relatively sharp point 65 acted as a stress riser and sometimes 
caused the associated frame tube, such as the top tube 33, to fail at the 
top of the tube at the exact location of the relatively sharp point 65. 
The prior art TIG welded frame sets (as shown in FIG. 4) eliminated lugs by 
TIG welding a frame tube directly to an associated frame part (such as the 
head tube 27 shown in FIG. 4). See the TIG welds 67 in FIG. 4. 
The disadvantages of the prior art TIG welded frame (as compared to a 
lugged frame) includes less frame strength, less frame stiffness, less 
frame shock dampening and less frame life. 
The strength of a TIG weld area 67 generally is less than the strength of 
the tube alloy material. The weld area also tends to be brittle, if it is 
not heat treated. 
Heat treating the TIG welds (in the prior art direct TIG welded frame set 
shown in FIG. 4) was so difficult that it usually was not done. Heat 
treatment of all the welds required exposing the entire frame set to the 
heat treating temperatures. This could cause the frame set to get out of 
alignment. 
Because of the reduced strength and brittleness in the TIG weld areas, the 
prior art TIG welded frame sets usually had a shorter useful life than the 
prior art lugged frame sets shown in FIG. 2. 
The TIG weld area 67 is a hard, unyielding material (as compared to the 
relatively soft brazing material). The relatively soft brazing material is 
relatively elastic and tends to absorb and to dampen road shock. But the 
direct TIG weld 67 connection shown in FIG. 4 does not provide any 
effective damping. 
The TIG weld 67 is essentially a linear connection and cannot distribute 
forces applied at the connection evenly down the frame. 
The brazing material and the lugged connection shown in FIG. 2 can 
distribute forces evenly down the frame. 
As a result of all these factors, the way a bike rides and feels down the 
road is different with a brazed, lugged frame than it is with a direct TIG 
welded frame. 
The TIG welds 67 do not add lateral stiffness to the frame. 
Lugs do add lateral stiffness. 
The prior art TIG welded construction shown in FIG. 4 can also get to be 
relatively expensive when efforts are made to minimize the weight of a 
frame set. To reduce the weight of a frame set, the frame tubes (like the 
top tube 33 and the down tube 35 shown in FIG. 4) are of smaller thickness 
in the mid part of the tube than at the ends. But relatively large 
thickness at the ends of the tubes are needed to insure adequate thickness 
for a TIG weld. The frame tubes are usually seamless tubes which are 
formed by rolling a sheet and seam welding the sheet. However, the tubes 
are sometimes drawn tubes instead of being folded over and seam welded 
tubes. Drawn tubes maximize tube strength and minimize tube weight. But 
drawn tubes of varied thicknesses at different parts of the tube can 
become very expensive to make. 
The present invention combines the best features of the prior art lugged 
frame set construction and the prior art TIG welded frame set 
construction, while eliminating or avoiding problems inherent in each of 
those prior art frame set construction techniques. 
In the present invention the lug pieces are made out of ordinary tube 
sections, without collars. The end of the lug tube, without a collar, is 
readily and inexpensively shaped (by a simple mitering operation) to fit 
onto the outer surface of a related frame structure at any particular 
location at any particular angle for any particular frame size and frame 
geometry. 
This shaped end of the lug tube is then TIG welded to the related frame 
structure. 
The weld area is heat treated, prior to the brazing of a frame tube to the 
lug tube and associated frame structure, so that only the relatively short 
tube lengths of the lug tube and associated frame structure need to be 
subjected to the heat treatment temperatures. 
The heat treatment of the weld area can therefore be done (1) without 
applying the heat treating energy to the entire bicycle frame and (2) 
without introducing problems of frame distortion which could arise from 
heat treating the entire frame. 
In the embodiments of the invention in which the bicycle frame is an all 
steel bicycle frame, an end of a frame tube is shaped to fit within the 
steel lug tube and onto the surface of the related frame structure at the 
particular location of the TIG welded steel lug tube. This end shaping is 
also done by a simple cutting (mitering) operation and does not require 
any special jig set. 
The shaped end of the frame tube is then brazed to the outer surface of the 
related frame part while the outer surface of the frame tube is brazed to 
the inner facing surface of the lug tube in one specific embodiment of the 
present invention. 
This specific embodiment is best illustrated in FIGS. 6, 7 and 8 of the 
drawings. 
As shown in the exploded view of FIG. 6, the steel lug tubes 43 and 45 have 
shaped ends 71 and 73 which are mitered to fit onto the outer surface of 
the head tube 27 at the specific locations, and at the specific angles 
desired, for a particular frame set size and geometry. 
These shaped ends are TIG welded at 53 to the head tube 27. 
The TIG welds 53 are then heat treated. In one specific embodiment of the 
present invention (in which the steel frame tubes, the steel head tube and 
the steel lug tubes are 4130 chrome-moly steel) the heat treatment heats 
the weld areas to a temperature in the range of 700 degrees centigrade to 
750 degrees centigrade for a period of time sufficient to produce 
annealing of the welded areas. 
The subsequent brazing of the frame tubes, described in more detail below, 
is then done at a temperature which is well below the unstable two phase 
state of the alloy steel. 
The top tube 33 has an end 75 shaped by mitering to fit onto the outer 
surface of the head tube 27, and the down tube 35 has an end 77 shaped by 
mitering to fit onto the surface of the head tube 27. These frame tubes 
are inserted into the related lug tubes and are then brazed to the head 
tube and to the related lug tubes by brazing 55 (see FIG. 8). 
In a specific embodiment of the present invention the brazing is done with 
a silver brazing alloy which comprises ten to twenty percent silver and 
the balance brass. 
The completed, TIG welded lug tube and brazed frame tube connection of the 
head tube assembly is shown in FIG. 5. 
As best shown in FIG. 10, the other end of the top tube 33 is connected to 
the top end 31 of an externally butted steel seat tube 37. This connection 
includes a steel lug tube 51 which is TIG welded, at 53, to the top end 
31. 
The ends of the steel lug tube 51 and the top tube 33 are mitered to fit 
onto the outer surface of the top end 31 of the externally butted steel 
seat tube at the particular location required for a particular frame size 
and frame geometry. 
The end of the top tube 33 is brazed to the top end 31 and to the interior 
of the steel lug tube 51 to form a connection which utilizes the strength 
of the TIG weld and the strength of the brazing material. The connection 
also benefits from the elasticity of the brazing material. 
In the specific embodiment of the forward triangular frame 23 shown in FIG. 
1, the steel bottom bracket 29 has two steel lugs 47 and 49 formed 
integral with the steel bottom bracket at particular locations for a 
particular frame size and geometry. 
In this specific embodiment the steel bottom bracket 29 is a relatively low 
carbon steel, such as, for example, 1020 steel. The entire steel bottom 
bracket is subjected to high hydraulic pressure to produce the integral 
lugs 47 and 49. 
The lower end of the down tube 35 is brazed into the lug 47, and the lower 
end of the seat tube 37 is brazed into the lug tube 49. 
In a specific frame set of this first embodiment, the seat tube 37 is 
externally butted at the top end 31 to have a wall thickness of 1.2 
millimeters. The seat tube 37 has a wall thickness of 0.6 millimeters in 
the mid part of the tube. 
The lug tube 47 and the lower end of the down tube 35 are formed in an oval 
shape. The larger diameter of the oval extends perpendicular to the plane 
of the drawing shown in FIG. 1 so that this end of the tube provides 
increased lateral stiffness of the bicycle frame. 
In this specific frame set each of the steel lug tubes has a thickness of 
substantially 0.8 millimeters, the frame down tube 35 is a lugged tube 
having a thickness of substantially 0.7 millimeters at each end and a 
thickness of substantially 0.4 millimeters in the center part of the tube. 
The top tube 33 has a thickness of substantially 0.8 millimeters. 
The frame tubes 33, 35 and 37, the head tube 27, and the lug tubes 43, 45 
and 51 are 4130 chrome-moly alloy steel. 
In a second embodiment of the present invention, the lug tubes 47 and 49 on 
the bottom bracket 29 are separate tubes and have ends (shaped by 
mitering) to fit onto the outer surface of the steel bottom bracket 29. 
The mitered ends of these lug tubes 47 and 49 in the second embodiment are 
pulse TIG welded to the bottom bracket 29 rather than being pressure 
formed integral with the bottom bracket as in the first embodiment. 
In this second embodiment the shaped end of a lug tube and the shaped end 
of a related frame tube are aligned. The lug tube is then spot welded to 
the related frame tube to keep the shaped ends in alignment. 
The outer, steel lug tube is then TIG welded (by pulsed TIG welding) to a 
related frame part at the particular location desired for a specific frame 
size and frame geometry. 
In this second embodiment the steel lug tube and the steel frame tube are 
then brazed, through the concentric space between the tubes, to form a 
connection of the steel frame tube to the steel lug tube and to the 
related steel frame structure. This TIG welded and brazed connection 
utilizes the strength of the TIG weld and the brazing, the elasticity of 
the brazing, and the damping of shock frequencies resulting from the 
combination of the steel and brass materials. 
In this second embodiment the shaped ends of the steel frame tube and the 
steel lug tube are shaped by an inexpensive and relatively simple mitering 
process. Fully lugged frames of various sizes and geometries can be 
economically manufactured without the need for an expensive, specific, 
precision frame jig for each different frame size or frame geometry and 
without the need for expensive rolling or casting operations to form 
specific collared lug structures and geometries for each different frame 
size or frame geometry. 
In one particular frame set of this second embodiment the top tube 33 and 
the seat tube 37 have thicknesses of substantially 0.8 millimeters, the 
down tube 35 has a thickness of substantially 0.9 millimeters, and each of 
the steel lug tubes has a thickness of substantially 0.8 millimeters. 
All of the steel structures are 4130 chrome-moly alloy steel. 
In this second embodiment, the TIG welds 53 can utilize the combined 
thickness of the lug tube and the frame tube, because the shaped ends are 
held in alignment (by the spot welds) during the TIG welding. The 
thickness of the lug tube or the thickness of the frame tube may therefore 
be selected to be less than that necessary to insure satisfactory TIG 
welding of either tube by itself. The combined thickness of the aligned 
ends of the two tubes will in all cases be large enough to insure adequate 
thickness for a satisfactory TIG weld. 
In this second embodiment the steel lug tubes, the steel frame structures 
and the steel frame tubes are 4130 chrome-moly alloy steel. 
The brazing is done with a silver brazing alloy which comprises 10 to 20 
percent silver and the balance brass. 
The top tube and the seat tube have thicknesses of substantially 0.8 
millimeters. The down tube has a thickness of substantially 0.9 
millimeters, and each of the steel lug tubes has a thickness of 
substantially 0.8 millimeters. PG,26 
The steel alloy frame tubing sets used in five specific frame sets made in 
accordance with the present invention are the "Prestige Super Lite", 
"Tange Seamless D.B.T.(0.9/0.6)", "Tange Seamless P.G.", "Prestige", and 
"Infinity" road racing frame tubing sets specified at pages 11 and 12 of 
the publication entitled Tange Frame Components System No. 6 and published 
in 1990 by Tange USA, Corporation, 268-B Lombard St., Thousand Oaks, 
Calif. 91360, USA. This publication is incorporated by reference in this 
application. 
It is a feature of all embodiments of the present invention that the steel 
lug tubes 43, 45 and 51 are shaped to provide convex, complexly curved 
side reinforcement ears 81 (without any sharp, pointed formation) on the 
sides of the lug tubes. See FIGS. 5, 6 and 10. These side reinforcement 
ears 81 increase the lateral stiffness of the bicycle frame. 
Each lug tube is also shaped to provide concave curvatures and relieved 
areas 83 at the top and 85 at the bottom of each lug tube. These relieved 
areas allow vertical flexibility and compliance of the bicycle frame. 
These configurations in the lug tubes permit vertical flexing and 
springiness in the frame when a wheel goes over a bump and provide lateral 
stiffness to prevent undesired flexing during hard pumping of the pedals. 
In cycle life testing on frame set torture machines, the two embodiments 
(described above) of frames constructed in accordance with the present 
invention have withstood significantly more cycles than any brand frame 
set ever previously tested. In torture tests in Europe and Asia the frame 
sets of the present invention have endured over 160,000 cycles of testing. 
These frame sets have exceeded by more than 40,000 cycles (more than 43% 
test duration) the cycles to failure lifetimes of the strongest oversize, 
steel, direct TIG welded frame sets previously tested. The prior art, 
oversize, steel, direct TIG welded frame sets failed after less than 
120,000 cycles, while the frame sets of the present invention have 
withstood 165,000 cycles. 
The tested frame sets of the present invention were also over a pound 
lighter than the strongest, oversize, steel, direct TIG welded frame sets 
previously tested. 
A third embodiment of a bicycle frame constructed in accordance with the 
present invention is shown in FIG. 11. 
In this third embodiment the front triangle of the bicycle frame embodies 
steel lugs and carbon fiber frame tubes to provide a strong, lightweight 
frame which is not subject to catastrophic failure of any metal parts. 
The failure point for carbon fiber bike frames traditionally has not been 
the carbon fiber. 
The failure point has instead been the aluminum lugs to which the carbon 
fiber frame tubes are glued. 
These aluminum lugs are generally heavy cast pieces which are brittle and 
which can fail if not properly designed. 
The cast aluminum lugs are subject to sudden (catastrophic) failure with 
little or no warning (in contrast to failure of a steel part, which will 
usually give some prior, warning, squealing sound). 
Integrating outer steel lug tubes with carbon fiber frame tubes (and with 
steel inner support tubes) in accordance with the present invention (as 
will be described in more detail below) permits creating a junction which 
is lightweight, yet much stronger and more durable than the heavy cast 
aluminum pieces. The combination of the steel lug tubes with carbon fiber 
frame tubes in a frame set combines the best qualities of steel alloy lug 
tubes and carbon fiber tubes to achieve a laterally stiff, yet radially 
compliant ride for the serious bicycle rider. 
As illustrated in the top, exploded view portion of FIG. 11, this third 
embodiment of the present invention includes a steel inner support tube 
91. The inner support tube has a larger diameter end portion 93, a smaller 
diameter end portion 95 and a stepped, radially extending, transition 
surface 97 between the portions 95 and 93. The surface 97 is positioned to 
engage the related end of a carbon fiber frame tube 101. 
The inner support tube also has a rim 99 which fits snugly into the 
interior of the carbon fiber tube 101 to serve as a stop or dam for 
retaining the glue which is injected into the lugged connection (as will 
be described in more detail below) as a final step in the assembly of the 
connection. 
The end of the larger diameter portion 93 of the inner support tube 91 is 
mitered to fit onto the outer surface of the head tube 27 at the 
particular location and for the particular frame geometry desired, and 
this shaped end is then TIG welded to the head tube 27. 
The outer lug tube 43 has an internal size and shape large enough to slide 
over the largest outside diameter portion 93 of the inner support tube and 
up against the related head tube 27 while leaving an annular space between 
the inner surface of the lug tube 43 and the smaller outer diameter 
portion 95 of the support tube. This annular space receives the carbon 
fiber frame tube 101. 
The end surface of the outer lug tube 43 is mitered to fit onto the outer 
surface of the head tube 27 at the particular location and at the 
particular angle required for the frame size and frame geometry, and this 
shaped end is pulse TIG welded to the head tube 27 at that location. 
These two TIG welds are then heat treated to anneal the TIG welded areas 
prior to inserting the end portions of the carbon fiber frame tube 101. 
The end of the carbon fiber frame tube 101 is then inserted into the 
annular space between the steel inner support tube and the steel outer lug 
tube until it engages the surface 97. Glue is then injected into the 
connection to glue the carbon fiber frame tube 101 to the steel inner 
support tube 91 and to the steel outer lug tube 43. 
The steps described immediately above are performed for each connection of 
a carbon fiber frame tube to a related steel frame structure to produce a 
bicycle frame in which the physical qualities of the carbon fiber frame 
tube are closely matched to the physical qualities of the steel alloy 
parts (the steel frame structures, the steel alloy inner support tubes and 
the steel alloy outer lug tubes) and to provide a strong, lightweight, 
front triangle, bicycle frame which is not subject to catastrophic failure 
of metal parts. 
In a preferred form of this third embodiment of the present invention the 
steel frame structures, the steel inner support tubes and the steel outer 
lug tubes are 4130 chrome-moly alloy steel, the TIG welding is pulsed TIG 
welding, the heat treating heats the weld areas to temperatures in the 
range of 700 degrees centigrade to 750 degrees centigrade for a period of 
time sufficient to provide the annealing effect, and each steel outer lug 
tube has a thickness substantially 0.8 millimeters. 
While I have illustrated and described the preferred embodiments of my 
invention, it is to be understood that these are capable of variation and 
modification, and I therefore do not wish to be limited to the precise 
details set forth, but desire to avail myself of such changes and 
alterations as fall within the purview of the following claims.