Improvements in Velocipedes.
Year: 1896

page_text: Improvements in Velocipedes.
We, ERNEST RICHARD ROYSTON, and FREDERICK JOHN PICKERING CHEESBROUGH,
both of 15 Water Street, Liverpool, in the County of Lancaster, Engineers, do
hereby declare the nature of this invention to be as follows:-
This invention has for its object to provide improvements by which the elasticity
afforded to bicycles by the pneumatic tyres, is supplemented, and the bodily movement
given to the wheels and frame in passing over an uneven road, is not transmitted,
or is transmitted only in a modified extent, to the riders.
The construction by which the elasticity afforded to bicycles by pneumatic tyres is
supplemented, and the motion given to the bicycle in passing over uneven roads is
not transmitted to the rider, consists in constructing the frame with a comparatively
long coach spring, or analogous spring, on which the saddle is mounted, and
capable of having considerable movement vertically up and down, and at the same
time sufficient strength to support the rider. This, in one case, is carried from the
frame or axle of the rear wheel of the bicycle, backwards, and upwards and then
forwards, say, somewhat in the form of a semi-circle or part of a circle on the
end of which the seat is fixed in the usual position. The rigid part of the frame
consists of a continuous tube running between and connecting the fork tube or
steering wheel support, and the rear wheel continuously, being curved or directed
downwards from the front, and then curved round at the part where the crank axle
is supported, and then along to the rear wheel axle. This rigid frame is made of
two tubes running between a double connection at the steering part, to the rear
wheel axle, the steering fork tube being also in some cases provided with a stay
supported from the frame tubes, or by a special stiffening at the connection. This
double frame provides a construction by which the wringing out of shape of the front
and rear parts of the cycle is prevented; and it may be further strengthened by the
tubes being connected together at suitable parts.
As a modification of the spring support above described, such spring extends
between and is connected to the fork tube, and the frame tubes at or near the rear
wheel axle, it being flat or comparatively flat along the upper part, and bowed out
and downwards, and again inwards, at the lower end. The spring, in some cases, may
be made of double form, connected together by the saddle clip or support; and it
may be made of flat bars, or inverted Ů section, or rectangular or round bars, or of
other suitable form of spring bar. As a modification, the rear end of the spring
behind the saddle may be in the form of a helix, and supported from the rear wheel
axle or frame tubes by rods or tubes.
In the case of the application of the spring saddle carrier or support to the ordinary
form of safety bicycles, the spring is connected to the frame at or near the fork tube,
and carried backwards supporting on its end the saddle or seat; and in such a case,
it is, in one form, where such tube is near the saddle, made of two spring bars, one
at each side of the top tube.
As a further modification of this spring construction, the spring may be secured
to the rear end or axle of the frame and carried upwards and forwards, and having
at its free end the seat attached to it. In such a form and arrangement of spring
(or in analogous or equivalent forms of springs), the frame proper of the bicycle

page_text: may consist of two tubes, one above the other, extending Between the front fork tube
to the rear wheel axle, at which point they come together.
Dated this 22nd day of February 1807
We, ERNEST RICHARD ROYSTON and FREDERICK JOHN PICKERING CHEESBROUGH,
Both of Water Street, Liverpool, in the County of Lancaster, Engineers, 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 :-
This invention has mainly for its object to provide improvements by which the
elasticity afforded to bicycles by pneumatic or elastic tyres, is supplemented, and the
bodily movement given to the wheels and frame in passing over an uneven road,, is
not transmitted, or is transmitted only in a modified extent, to the riders.
The construction by which the elasticity afforded by pneumatic or other elastic tyres
is supplemented, and the up, and down motion given to a bicycle in passing over
uneven roads is not transmitted to the rider, consists in constructing the frame with
a comparatively long coach spring, or analogous spring, on which the saddle is mounted,
and capable of having considerable movement vertically up and down, and at the
same time sufficient strength to support the rider. This is carried from the frame
or axle of the rear wheel of the bicycle, backwards, and upwards, and then forwards,
say, somewhat in the form of a semi-circle or part of a circle; on. the end of which
the seat is fixed in, the usual position. The rigid part of the frame consists of a
continuous tube or tubes running between and connecting the fork tube or steering
wheel support, and the rear wheel. This frame, in one case, is curved or directed
downwards from the front, and ther curved round at the part where the crank axle
is supported, and then along to the rear wheel axle. This rigid frame is made of
two tubes running between a double connection at the steering part, to the rear
wheel axle, the steering fork tube being also in some cases provided with a stay
supported from the front tubes, or by a special stiffening at the connection.
The spring, in some cases, is made of double form, connected together by the saddle
clip or support; and it may be made of flat bars, or of other suitable form of
spring bar.
In the case of the application of the spring saddle carrier or support to the ordinary
form of safety bicycles, the spring is connected to the frame at or near the front fork
tube, and carried backwards, supporting on its end the saddle or seat; and in such a
case, it is, in one form, where such tube is near the saddle, made of two spring bars,
one at each side of the top tube.
As a further modification of this spring construction, the spring may be secured to
the rear end or axle of the frame, and carried upwards and forwards, and having at
its free end the seat attached to it. In such a form and arrangement of spring (or
in analogous or equivalent forms of springs), the frame proper of the bicycle may
consist of two tubes, one above the other, extending between the front fork tube
to the rear wheel axle, or the crank shaft bracket, at which point they come
together.
This invention will now be described with reference to the accompanying drawings
which shew examples of bicycles according to it.
In the bicycle shewn in Figures 1 and 2, the frame consists of upper and lower

page_text: tubes a, fork tubes b, and the spring c,. the base of which is fixed in socket pieces,
at d,,at the end of the fork tubes b. The upper of the tubes a passes through an eye.
or collar e on the bottom bracket f, and is secured to the two tubes bat its end by
brazing or other suitable means, thus giving the frame at this part extra strength:
These parts constitute the main frame of the bicycle, the tubular part between the
front fork tube, a and the rear wheel axle, being rigid, and the other part, viz., the
part c, a spring.
In Figures 1 and 2, the ends of the two halves of the spring c are shewn fastened
in the ends of the brackets d,. (which say are of ordinary malleable cast kind) they
being securely fastened therein by any suitable means.
The springs shewn consist of compound flat bars; that is, there are two bars, one-
of which is not carried up to the full length of the spring. The extremities of the
springs are fastened together by a clamp, casting, or other suitable connection, c¹, and'
by this part the saddle pillar h of the saddle i is supported.
With regard to the strength of the springs, in the case of a spring of the length
and construction shewn in Figures 1 and 2, bars of about 1 inch broad by " to
are suitable for carrying a rider of average weight.
thick,
In the modification shewn in Figure 3, the fork tubes b are carried up through and
beyond the bracket d for a considerable distance; and from the extremity of these.
tubes which form sockets to the springs-the springs ce are carried, as shewn. The
springs in this case may be of slightly less strength than those above described.
By the form and arrangement of spring described, viz., by their having their width:
in a direction transversely to the plane of the frame of the cycle, rigidity of the
saddle, and the whole cycle, in the transverse direction is secured.
A further modification of this invention is shewn in Figure 4. In this case the
spring c is carried directly upwards and forwards, being suitably fixed to the ends of
the brackets d. The upper ends of the spring are bent round and backwards as shew.1,.
and to the upper horizontal parts, the saddle pillar support or fastening c¹ is secure ...
The rigid tubular portion of the frame in this case consists of upper and lower tubes a
in front of the bottom bracket f, and an ordinary tubular fork 6 behind it.
By this construction of bicycle frame, the bodily movement given to the wheels.
and frames in passing over uneven roads, is not transmitted to the rider, or is.
transmitted only to a modified extent, and all the jolting and jarring which the rider.
of an ordinary pneumatic tyre cycle at present receives, is thereby avoided, and
travelling over uneven or holey roads, or ordinary obstructions, is rendered relatively
comfortable; and, moreover, the strains to which bicycles are at present subjected in
jolting over such roads or obstructions, are practically wholly obviated.
.
While, by the use of this invention in connection with bicycles having pneumatic.
or equivalent elastic tyres, both the small vibrations due to small unevennesses in'
macadam roads or roads paved with "sets," and also the large up and down move--
ments or vibrations-and consequent jolting-due to holey or uneven roads, are
obviated (which the pneumatic tyre alone does not obviate); nevertheless, it may also
be applied and used with great advantage, in connection with bicycles in which the
tyres are other than these kinds of tyres.
x
In the bicycle shewn in Figure 5, the frame a consists of twin tubes. side by side
extending from the front fork tube & to the rear wheel bracket d, and passing through.
sleeves on the bottom bracket casting f. A stay a¹ extends up between tubes a and
the front fork tube . In this case, the spring c is a C spring, as will be seen, and
the seat is secured upon its end, as in Figure 1. In some cases, I may use in
connection with bicycle frames, comprising the parts a, b, and c, a spring of flat.
bars similar to the spring e, fastened securely at one end to the front fork tube k, and
extended forward and jointed up at its end with the end. of the spring c by a hinge or
equivalent joint, at a. By this modification, extra support is lent to the spring cat
its extremity, the two springs forming two cantilevers connected at their ends. The
spring e, in this case, may be of lighter construction than when used alone as
described with reference to Figure 1.
In the modification shewn in Figure 6, a spring c comprising two bars, one on:

page_text: either side, is applied and used in connection with an ordinary diamond frame-
bicycle, the springs, as shewn, extending from the front fork tube k where they are
fixed and supported, to the saddle. Details of this arrangement are given in
Figures 7 and 8, which shew in elevation and plan a mode of attachment of the
spring ends with the bicycle frame; and Figure 9 shews a detail connected with the
end of the spring, on which the saddle. is carried. The attachment of the base end
of the spring shewn in Figures 7 and 8 consists of a bracket 1, and a boss or
projection m, formed on the top casting of the front fork tube, the spring being
passed through the latter, and bolted to the former. The springs c are brought
together at the end where the saddle is placed, and they support the saddle by a
fitting n, and saddle pillar tubes o, on the cross bar o' of which the clamping device ¹
of the saddle fits, representing the horizontal supporting spring wires of an ordinary
saddle. The pillar tubes o, and therefore the saddle, are adjustable vertically in the
fitting n by clamping screws n'; and the saddle is also adjustable longitudinally on
the spring bars which are shewn in Figure 9-along which they slide, being
clamped in the desired position when adjusted by the clamping screws n. The whole
saddle is also guided and the desired action secured by the top tube of the bicycle, by
extending the saddle column tubes o through slotted guides p formed on the side of
the casting connecting the upper tube with the down tube of the frame. The slots or
guides extend forward and backward longitudinally for a distance sufficient to provide
for the longitudinal bodily movement of the tubes o in the motion due to the working
of the spring, and also for enabling the longitudinal adjustment of the saddle support
or tube along the springs c. In lieu, however, of the slots, the tubes o and saddle may
be guided by simple cheeks or plates on the sides of the upper tube of the frame,
against which said tubes bear.
By the forms, positions, and arrangements on the frame of the spring c, in the
manners herein described, a comparatively long length of spring is obtained, and by
it, the necessary amount or degree of up and down movement to give the effect
described, is provided; while, at the same time, the general design and shape of the
frame is both pleasing and strong; and, moreover, the frame, having no working
joints, is not liable to lose its firmness or lateral rigidity; and as regards its weight,
this, in any case, is increased only to an insignificant extent, and, in some cases,
not at all.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, we declare that what we
claim is :-
1. An improved spring frame safety bicycle, comprising a rigid tubular or
equivalent frame extending between the front portion and the rear wheel, and a
spring (c) on and extending from the rear end of the said rigid portion to a point
above and forward of the rear wheel axle, and carrying at this point the saddle :
substantially as described.
2. The spring frame safety bicycle consisting of the rigid tubular part, and spring
part, as set forth with reference to, and shewn in Figures 1 and 2, and Figure 3, of
the drawings.
3. The spring frame bicycle consisting of the rigid tubular part, and spring part,
as set forth with reference to and shewn in Figure 4 of the drawings.
4. The spring frame bicycle consisting of the rigid tubular part, and spring part, as
set forth with reference to and shewn in Figure 5 of the drawings.
5. The spring frame bicycle consisting of the rigid tubular part, and spring part, as
set forth with reference to and shewn in Figure 6 of the drawings.
Dated this 27th day of February 1897.
CHEESBROUGH & ROYSTON,
Agents.

page_text: We, FREDERICK JOHN PICKERING CHEESBROUGH and ERNEST RICHARD
ROYSTON, both of 15 Water Street, Liverpool, in the County of Lancaster,
Engineers, do hereby declare the nature of this invention to be as follows:-
Our invention consists in providing an improved means of stopping safety
pneumatic bicycles.
According to the first part of our invention, the stopping of a bicycle having
pneumatic tyres is effected indirectly, that is, the wheel, to which the brake is to.
be applied, or which is to be braked, does not itself come into contact with the
part which actually effects the braking action. This is effected by the employment
of a brake wheel which is brought or moved into and out of contact with the road
wheel tyre, and also into and out of contact with a fixed block or part which acts
as a brake to said brake wheel, it being so arranged and adapted that the brake
wheel is first brought well into contact with the road wheel tyre, to insure of its
being revolved when in action, and then into contact with the brake block. This
stopping means may be variously modified and applied, as will be hereafter
described. The wheel is moved or put in, and taken out of action by metallic
flexible shafting connected with or operated by a handle of the steering apparatus,
by turning which, motion is transmitted through such flexible shafting to the said
wheel.
:
One arrangement of this brake wheel device, consists in supporting the wheel
from the fork or forked tube of the steering wheel-and say in front-so that it
moves with it; and this wheel is carried by a bracket, arın, or the like, about a
point of which, or upon which, it is adapted to move or be moved by flexible shaft,
into and out of action, the flexible shaft being, in one arrangement, connected
directly to the part which moves the wheel in and out of action.
Regarding the brake, one mode of supporting the brake wheel, and moving it,
consists in carrying it by links from its carrier bracket or support, and moving it
by the flexible shaft, which is connected with the link support bearing, the links
being so arranged, that by turning them down they will first come in contact
with the pneumatic tyre, and then the brake block. Another form consists
of giving the wheel movement in its carrier bracket or support, and operating it
along same by quadrants or toothed wheels gearing with racks on said support or
bracket, whereby the brake wheel is moved onto and off the tyre, and the brake
block. In some arrangements, the brake block is rigidly fixed, whilst in other
cases it is fixed on a rocking bearing.
The flexible shaft is in some cases connected directly to the braking mechanism
(say from the outer end of the handle, or by tooth wheels from the inner end);
whilst in others it may be carried along the handle bar and connected to the brake
by a roller and cord, or by a rack and rod, the cord or rod being connected to an
arm or lever carrying the brake wheel. Also, the flexible shaft may move the
brake wheel directly by rotary movement; or it may revolve a screw connected
with the brake wheel support or carrier in which said screw works up and down,
and so apply and take off the brake.
The brake wheel may be of wood or other suitable material, and shod with

page_text: leather or india-rubber, or both india-rubber and leather; or with such material
as will give sufficient friction for driving it from the road wheel tyre.
As a modification of the flexible shaft for actuating the brake, it may be made
of solid bars connected together by universal joints, or short spiral springs and
carried in the different directions required; motion from one part being transferred
to the other by the springs or universal joints; and, as a further modification, the
flexible shaft may carry inside the handle tube to the fork tube, from which point
motion is conveyed to the brake device outside such tube. Then again, according
to a further modification, the flexible shafting may be adapted to work a strap
brake, or other suitable brake, say through a screw, applied at the pedal shaft or
shafts; or, at the hubs of the wheels.
The features or improvements hereunder may be used separately as well as
conjointly, or in different combinations; and also in connection with different kinds
or types of bicycles, or parts of bicycles, or velocipedes, to which they, or any of
them, may be serviceable or suitable.
Dated this 29th day of May 1896.
We, FREDERICK JOHN PICKERING CHEESBROUGH, and ERNEST RICHARD
ROYSTON, both of 15 Water Street, Liverpool, in the County of Lancaster,
Engineers, 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 :-
Our invention consists in providing an improved means of braking and stopping
safety pneumatic bicycles.
According to our invention, the braking of a bicycle having pneumatic tyres is
effected indirectly, that is, the wheel, to which the brake is to be applied, or which
is to be braked, does not itself come into contact with the part which actually
effects the braking action. This is effected by the employment of the arrangement
and construction of brake wheel hereafter described, which is brought or moved
into and out of contact with the road wheel tyre, and also into and out of contact
with a fixed block or part which acts as a brake to said brake wheel, it being so
arranged and adapted that the brake wheel is first brought well into contact with
the road wheel tyre, to insure of its being revolved when in action, and then into
contact with the brake block.
According to a further part of this invention, the braking part of the brake
mechanism is put in and taken out of action by a metallic flexible shafting connected
with or operated by a handle of the steering apparatus, by turning which, motion
is transmitted through such flexible shafting to the said braking part, which may
be a wheel, as above specified, or brake block of any known suitable kind.
Drawings illustrative of the invention, the nature of which is above described, are
• annexed hereto. These illustrate the brake, and examples of means by which a
brake is applied under this invention.
In the drawings,
Figure 1 is a side elevation, aud Figure 2 a plan, of the brake wheel and
fittings; while
Figure 3 is an elevation of the handle bar and steering bar fittings.

page_text: Figures 4, 5, 6 and 7, shew modifications of the means under this invention by
which the brake is applied.
The same letters of reference are used throughout the different figures of the
drawings to denote the same or corresponding parts wherever they occur.
Referring to the drawings, Figures 1, 2, and 3, a designates the front portion of
the frame of a bicycle; b denotes the steering bar; e the handle bar; d the handle
(which in this case is loose); e part of the fork; and f the wheel tyre of an ordinary
safety bicycle. In the brake and fittings, h is the brake wheel, which is brought
into and out of contact with the wheel tyre f; and i is the block which acts as a
brake to the brake wheel h. The brake wheel his carried by the forked lever
or frame k, supported from the fork e by the bracket arms j, which are clamped to
the head of the fork e by the clamps j, and bolt . The ends of the arms are
tapered, and provided with pins 3, to allow for adjustment of the position of the
brale wheel in relation to wheel tyre f. The brake wheel his carried and
revolves on the shaft h', which is carried by the short arms of the lever frame k.
The lever frame k is mounted on trunnions l' on the bracket arms j. The brake
blocks are in one piece, and are carried by the arms j and fastened therein by
nuts is a bridge piece connecting the arms j; and is a spring from the
bridge piece to the end of the long arm of the lever frame k, to hold the brake
wheel away from the wheel tyre f when not in use. is the flexible cord, (say,
ordinary stranded wire) by which the brake is actuated and applied; and is is a
lead bracket and pullies for the cord i*.
The brake wheel is of wood, or other suitable material, shod with an india-
rubber or leather strip 2, which bears on the wheel tyre f, and the brake block i is
recessed at to clear the strip 2, so that the brake block only bears on edges h³
of the wheel h.
With reference to the means under this invention by which the brake is applied,
as illustrated in Figure 3, 1 designates the flexible shaft, which is operated by the
handle d through the toothed wheel m (fixed on the end of this shaft 1) and the
tootlied wheel n (fixed on the handle d), the said handle being mounted loosely on
the handle bar c, so that it is free to turn thereon. p is a lever fixed to the shaft /
and connected to the brake cord . The flexible shaft is of the well known kind
used by engineers, dentists, and other, for rotating drills and other instruments. In
the example given it is guided by the brackets and 12 on the handle bar c and
steering bar b, respectively.
In action, under the above arrangement, the brake is applied by turning the
handle d, which, by means of the toothed wheels m, n, turns the flexible shaft l, and
thereby moves the lever p upwards, and thus by pulling on the cord moves the
lever frame k, and thereby first brings the rubber strip 2 of the brake wheel h,
into contact with the wheel tyre f; and on the further stroke of the lever k, the
edges are brought into contact with the brake block i; and thus the braking
action is effected. On relieving action, the brake is taken off by the spring.
In the modification shewn in Figure 4, the flexible shaft is connected directly
to the handle d, and to the brake h, which, in this case, is shewn as of the lever
type. The shaft is carried by the brackets 2 and j on the handle and steering
bars. The brake is operated by turning the handle d, which turns the flexible
shaft l, which thereby moves the brake lever h and applies it to the wheel tyre f.
In the modification shewn in elevation in Figure 5, and in plan in Figure 6, the
flexible shaft is connected to the turnable handle d, and led inside the handle bar c
to a lever p carried in an enlargement c¹ over the steering bar b; aud the brake
cord or rod is led down inside the bar b to the brake lever which is of a known
type carried by the bracket j. As in the former examples, the brake is applied by
turning the flexible shaft 1 by means of the handle d.
The modified form of flexible shaft is made of a number of rigid tubes or bars
connected together by universal joints as shewn in Figure 7, the end bar being
attached to the handle d, and the shaft being led inside the handle bar c.

page_text: Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, we declare that what we
-claim is :-
1. In a velocipede brake, a wheel h carried in a vibrating frame, hinged or
equivalently supported upon a fixed bracket extending in front of the fork tube,
and containing brake blocks or the like, said wheel being adapted to be moved first
into contact with the tyre of the cycle, and then into contact with the brake blocks
supported by the frame; substantially as set forth.
2. In a velocipede brake, a brake wheel supported or carried on a moving or
vibrating lever or frame hinged or supported on a fixed bracket or support carried
and projecting from the front portion of the fork tube, the said axis of the wheel
being between the axis of the frame and bicycle head; means connected with the
handle bar for operating said brake; and a flexible cord connecting said means
with the said lever or frame; the parts being so arranged and adapted that the
brake is applied when the cord is put in tension by the actuating means:
substantially as set forth.
3. The wheel brake having parts arranged constructed and adapted to operate
particularly as shewn in and set forth with reference to Figures, 1 to 3 of the
drawing.
4. In a velocipede brake, a handle d, and a flexible torsional shaft.l, connected at
one end to said handle and operated thereby, and connected at its opposite end with
the brake actuating parts; substantially as set forth.
5. In a cycle brake, the handle, flexible shaft, and braking parts, arranged,
constructed, and operating particularly as set forth with reference to and shewn in
the drawings.
Deted this 971 1 1005
FREDERICK JOHN PICKERING CHEESBROUGH.
ERNEST R. ROYSTON.