Improvements in Velocipedes.
Year: 1893

page_text: Date of Application, 2nd May, 1893-Accepted, 2nd June, 1893
COMPLETE SPECIFICATION.
Improvements in Velocipedes.
I, JAMES WILLIAM ADAMS of Virginia Hotel corner of Ohio and Rush
Streets Chicago, County of Cook and State of Illinois, United States of America,
Gentleman, 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 improvements in velocipedes generally, but more
particularly to bicycles, and it is more especially designed to improve the steering
mechanism and increase the stability of the machine.
A fault of the bicycle, especially of that class known as the "safety," too well
known to those familiar with the art to require elaborate explanation, is that the
notion of the body of the rider, resulting from his efforts to preserve his equilibrium
and brace himself by means of the handle or steering bar while applying the
requisite propelling force to the pedals, renders the steering wheel unstable,
deflecting it alternately to the right and left, and producing a wobbling or
irregular travel of the machine. This fault is of course the direct result of
employing the steering bar as a hand hold or brace while propelling the machine.
The primary object of my invention, therefore, is to provide improved means
which will enable the rider to control the steering wheel of the velocipede without
moving the handle bar.
A further object of my invention is to provide improved means which will enable
the rider to steer the machine without moving the handle bar, and without
removing his hands therefrom.
Another object of my invention is to provide the machine with a handle bar
rigid with the frame of the machine, and having improved means thereon for
controlling the steering wheel.
My invention consists of certain features of novelty in the construction, com-
bination and arrangement of parts by which the said objects and certain other
objects hereinafter described are accomplished, as fully explained with reference to
the accompanying drawings, and more particularly pointed out in the claims.
In the said drawings,
Figure 1 is a side elevation of a portion of a bicycle provided with my
improvements.
Figure 2 is a plan view, partly in section, of the handle bar and head of the
machine on a larger scale.
Figure 3 is a vertical side section of the head of the machine.
Figure 4 is a vertical front section taken on a plane passing through the head of
the machine.
Figure 5 is an enlarged detail sectional view of one of the handles and a portion
of the handle bar.
Figure 6 is a detail sectional view of the handles detached.
Figure 7 is a detail sectional view similar to Fig. 5, but the section being taken
at right angles to the section in the latter figure, and the handle bar being shown
in elevation.
Figure 8 is a view similar to Fig. 5, but of a modification hereinafter
explained.
Figure 9 is a detail plan view of a modified form of lever for deflecting the
steering wheel, hereinafter explained; and
Figure 10 is a view similar to Fig. 2, but of a modified form of actuating
mechanism.
Like signs of reference indicate like parts throughout the several views.
Price 8d1

page_text: The features embodying my invention will be herein shown and described in
connection with the ordinary safety bicycle, but it will of course be understood
that such is but an example of the many forms which are susceptible of my
iniprovements.
In carrying out my invention I provide some fixed or rigid portion of the
velocipede or bicycle fraine A, preferably the head a, in which the steering stem is
arranged with a rigid handle bar B, which may be of the ordinary tubular form
and secured in any suitable manner to or formed on the upper end of such head a
at right angles to the said head and stem and also at right angles to the plane
of movement of the driving wheel. As a convenient manner of securing the head
and bar together, the head may be provided at or near its upper end with jetting
hubs or sleeves C, into which the two portions of the handle bar are respectively
secured, thus making such bar rigid with the frame of the machine.
The stem D, of the steering wheel forks may pass through the head a, and be
provided therein with suitable anti-friction bearings, such as the ball bearings E, F,
as usual.
This construction leaves the steering wheel and its stem D, to turn independently
of the handle bar, and now in order that the movements of the steering wheel may
be under the control of the rider, I secure to the stem D, at some suitable point,
the lever G, which is provided with a connection extending to the outer or rear
ends of the handle bar, within convenient reach, whereby the rider may impart the
desired degree of rotation to the steering stem D, for deflecting the steering wheel.
As shown in Figs. 1 to 4, and 10, this lever G consists of a toothed segment lever,
or the segment of a sprocket wheel, which is keyed or otherwise secured to the
upper end of the stem D, preferably just above the head a.
The lower side of such segment lever, if desired, may serve as the upper bearing
for the balls of the bearing F, while the lower bearing of such balls may be formed
in the head a.
As shown in Fig. 2, the connection above referred to, between the lever G and
the ends of the handle bar, consists of a short length of sprocket chain H, which
engages with the teeth of such segment lever G, and is preferably of sufficient
length only to turn the segment through an arc of forty-five degrees in either
direction, this being a sufficient deflection of the steering wheel for all practical
purposes, but of course any greater length of chain may be employed for giving a
greater degree of deflection, if desired. It is desirable, however, that a short
length of chain be used, since it is also desirable that for the sake of neatness and
simplicity the connection, of which the chain H is a part, should after passing
around the lever G, enter the handle bar through openings b, on both sides, and
pass therealong, and in order to do this, it is desirable that the portions which
enter the handle bar should consist of thin wires or cables h, for it will be under-
stood that such cables will create less friction against the handle bar, and will
necessitate less opening (1) for their passage into the handle bar. I mention these
features however, as desirable, rather than essential, to the fundamental principle
of my invention.
In order that the outer ends of the handle bar may be brought up to the level of
the lever G and in the plane of movement thereof, I preferably bend such ends of
the bar slightly upward, as more clearly shown in Fig. 4, thus avoiding undue
deflection of the connection h.
The rear ends of the cables h, are respectively secured in any suitable manner,
to the longitudinally reciprocating lugs or blocks I, located in each end of the
hollow handle bar B, as shown more clearly in Fig. 5. At this point the handle
bar is provided at each end with two longitudinal slots J, K, which constitute
guides for the lugs 1, while serving for the passage of pins L, M, that are secured
to or formed on the lugs I, and protrude a short distance through said slots, thus
permitting the lugs I to be reciprocated or moved longitudinally only.
The handles N, which may be of the usual or of any suitable form, are located
upon the ends of the handle bar over the slotted portions thereof, and are provided

page_text: with internal screw threads or spiral grooves O, into which the protruding ends of
the pins L, M project. The handles are of course rotatable on the handle bar, and
may be held against longitudinal movement thereon in any suitable manner, as by
means of the shoulders or flanges P, and the removable nuts or taps Q. Thus it
will be seen that by turning or twisting the right or left handle, according to the
direction in which it is desired to steer, the pins L, M will be caused by the spiral
groove to slide along the slots J, K, and pull the lugs I, and cables h with them,
and consequently deflect the steering wheel through the intermediary of the
chain H and the lever G. It is desirable to employ two of the pins L, M on each
of the lugs I, on opposite sides, so as to avoid the possibility of the binding of such
lug within the handle bar, and since the length of the ordinary handle is such as to
require that the pins be placed substantially diametrically opposite each other, as
otherwise their movement would be prematurely arrested by coming against the
shoulder P or nut Q, it becomes necessary to employ a double spiral groove in each
handle, as shown in Figs. 5, 6 and 7. The pin L projects into the groove O, while
the pin M projects into the other one O¹, the two grooves of course being of the
same pitch and parallel, as will be understood. This double screw however, is not
absolutely essential, as the handle might be constructed with one groove or screw
only as shown in Fig. 8, the lug I in that event being provided with a single pin;
and it will also be understood that two pins might be employed even with a single
groove or screw, should it be deemed expedient to make the handle of such a
length as to leave sufficient play at each end of the groove for the pins to move
back and forth the requisite distance to effect the desired degree of deflection of
the steering wheel.
'
The pitch of the screw should be such that about a one-half revolution of the handle
will cause the steering wheel to be deflected about forty-five degrees, and at the
same time it should not be so great as to render it difficult of manipulation, and on
the other hand it should not be so slight as to render it difficult to deflect the
steering wheel by means of one handle only; that is, it is desirable that it should
be so constructed that the rider could steer to the right by turning or twisting the
right hand handle to the right, without applying any power to the left hand handle,
and vice versa. Thus it will be seen that the application of my improvements to
the machine does not materially affect the flexibility of the steering wheel, but
leaves such wheel free to be deflected from side to side, by the manipulation of
either as well as both of the handles and when neither handle is gripped by the
rider, the steering wheel is practically as free as that of the ordinary machine.
I have found that with a lever G, of about one and one-half inches in length or
radius, it will require a throw of about one and one-half inches to deflect the
steering wheel forty-five degrees, and to effect this length of throw of the lever G
by a half turn of the handle, the spiral groove will of course require a pitch of
about one and one-eighth inches to a half turn, but I do not wish to be understood
as binding myself to these proportions, as the same may be readily varied, and
differently calculated by the ordinary mechanic.
A segment lever, such as the described lever G, is the preferable form of lever,
as it always presents the same length of leverage to the connection H, h, and does.
not cause the cables to vibrate in their passages b, but such form of lever is not
absolutely essential, and if desired a plain lever such as the form shown in Fig. 9
may be employed. With such plain lever, the sprocket chain H would of course
be unnecessary and a single cable H', connected to the lever might be employed,
the handle bar, if desired, being provided near each of the openings, for the
passage of the cable H', with anti-friction rollers 62, to relieve the cable of undue
friction against the handle bar.
In the form shown in Fig. 10, instead of a flexible sprocket chain and cables for
operating the lever G above explained, I employ a rack bar R which engages the
teeth of the lever G, and may be mounted upon the handle bar or frame of the
machine, by loops or brackets r clamped on the handle bar. The ends are connected
to short levers T, pivoted at t, to the handle bar, and the ends of these levers T

page_text: are in turn connected by short links U, to the shorter arms of hand levers V, which
may be clamped to the handle bar by means of collars v, and arranged in any
position which will be convenient to the hands of the rider, so that both the
handle N, and the lever V may be grasped on one hand for shifting the rack
bar R to one side or the other, and effecting the deflection of the steering wheel..
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what 'I
claim is:
1. In a velocipede, the combination of the head a, a steering wheel having a
steering stem arranged in said head, a lever secured to said stem, a handle bar
rigidly secured to the top of said head at right angles to said stem and to the plane
of movement of the driving wheel, handles on said handle bar and steering
mechanism connected to said lever and supported on said handle bar and being
accessible to the hand of the rider at each of said handles, substantially as set
forth.
2. In a velocipede, a rigid frame having the head a, a steering wheel having a
steering stem arranged in said head, and a hollow handle bar rigidly secured to the
top of said head at right angles to the said head and stem and to the plane of
movement of the driving wheel, in combination with movable handles on said
handle bar, and a steering connection running through said handle bar between
said steering stem and handles, substantially as set forth.
3. In a velocipede, the combination with the head a, and the steering wheel
having a steering stem arranged in said head, of a handle bar rigidly secured to
the top of said head at right angles to said head and stem and to the plane of
movement of the driving wheel, and steering mechanism supported on and
extending lengthwise of said handle bar and being connected to the handles
thereof, substantially as set forth.
4. In a velocipede, the combination of the frame having a rigid head a, the
steering wheel having a steering stem arranged in said head, a lever for deflecting
said wheel secured to said stem, a handle bar rigidly secured to the top of said
head at right angles to said head and stem and to the plane of movement of the
driving wheel, rotatable handles on said bar and a connection for oscillating said
lever having screw connection with said handles, substantially as set forth.
5. In a velocipede, the combination of the frame, a steering wheel, a lever for
deflecting said wheel, a hollow horizontal handle bar rigidly secured to said frame
substantially in the plane of movement of said lever, rotatable handles on said
bar having spiral grooves therein, lugs engaging in said grooves and attachments
between said lugs and lever, passing through said handle bar, substantially as set
forth.
6. In a velocipede, the combination of the steering wheel, a lever for controlling
said wheel, the frame having a hollow handle bar provided with openings and
being rigidly secured thereto at right angles to the plane of movement of the
driving wheel and substantially in the plane of movement of said lever, rotatable
handles on said bar and flexible connections extending from said lever through said
openings into and along said handle bar and being connected to and operated by
said handles, substantially as set forth.
7. In a velocipede, the combination of the frame, the steering wheel, a lever for
deflecting said wheel, an independent hollow handle bar rigidly secured to said
frame transversely thereof having a slot or guide therein, a lug connected with said
lever, arranged in each end of said handle bar and having a pin projecting through
said slot or guide, and screws mounted on said handle bar and engaging said pins,
substantially as set forth.
8. In a velocipede, the combination of the steering wheel, a lever for deflecting
said wheel, an independent handle bar having slots or guides formed in the ends
thereof, rotatable handles mounted on said handle bar and each having a spiral
groove formed in its interior, lugs arranged within said handles and having pins

page_text: engaging in said spiral grooves, and a connection between said lugs and lever,.
substantially as set forth.
9. In a velocipede, the combination of a steering wheel, a lever for deflecting
said wheel, an independent handle bar having two slots or guides formed in each
end thereof, rotatable handles mounted on said handle bar and having double spiral
grooves formed in their interiors, lugs arranged within said handles and each
having two pins engaging in said spiral grooves, and a connection extending from
said lugs through said handle bar to the said lever, substantially as set forth.
10. In a velocipede, the combination of a frame having a head, a handle-
bar rigidly secured to said head, a steering stem journalled in said head, a lever
secured to said stem above said bar but on a level with the ends of the latter, and
means for oscillating said lever independently of said bar, substantially as set
forth.
11. In a velocipede, the combination of the frame having a head, a hollow
handle bar rigidly secured to said head and having its ends bent upwardly, a
steering stem journalled in said head, a lever secured to said stem above said bar
but on a level with the ends of the latter, screws on said bar and an attachment.
between said lever and screws, passing through said bar, substantially as set
forth.
12. In a velocipede, the combination with the frame, of a rigid hollow handle.
bar secured thereto, the steering stem journalled in said frame, a lever on said
stem, rotatable handles on said bar having spiral grooves therein, lugs arranged in
said bar adapted to be reciprocated by said spiral grooves and having connection
with said lever and the shoulders P and taps Q for restricting the movement of
said handles, substantially as set forth.
Dated this lot d... SA1 1009
JAMES WILLIAM ADAMS.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, Agents for the Applicant.