Improvements in Adjustable Handle Bars for Velocipedes.
Year: 1897

page_text: Date of Application, 28th Sept., 1897-Accepted, 20th Nov., 1897
COMPLETE SPECIFICATION.
Improvements in Adjustable Handle Bars for Velocipedes.
I, AL BURT SIMONS, of No. 367 Hudson Street, in the City of Buffalo, in the
County of Erie, and State of New York, United States of America, Merchant, 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 relates more particularly to that class of adjustable handle bars
in which the clamping devices are arranged principally within the handle bar lug
and its stem.
The object of my invention is the provision of a reliable clamping device
whereby the handle bar can be readily reversed or converted from an upturned
bar to a drop bar or vice versa or be adjusted to any intermediate position, as may
be desired, and which enables these various adjustments to be effected without
the necessity of removing the handle bar from the lug or of removing the stem of
the lug from the steering post and without wearing off the interlocking surfaces
of the bar and the lug.
In the accompanying drawings:-
Figure 1 is a transverse central section of a handle bar provided with my
improvement, showing the bar clamped in position.
Figure 2 is a similar section shewing the position of the parts when the bar
is released.
Figure 3 is a fragmentary top plan view of the same.
Figure 4 is a similar view with the locking plate and the clamping bolt
removed.
Figure 5 is a horizontal section of the central portion of the bar and its
supporting lug.
Figure 6 is a fragmentary side elevation of the handle bar removed from
the supporting lug.
Figure 7 is a view similar to Figure 2, showing a modified construction of the
clamping bolt.
Figure 8 is a view similar to Figure 5, showing a modified construction of the
coupling, and
Figure 9 is a horizontal section showing my improvement in connection with a
wooden handle bar.
Like letters of reference refer to like parts in the several figures..
A is the steering head of a bicycle or other velocipede. The handle bar is
preferably composed of two similar sections B, B, the end portions of which may
be bent downwardly and backwardly below the plane of their body portions in the
customary manner. These two sections are rigidly connected together by a
connection or coupling C composed of two similar cylindrical heads c which are
rigidly connected by a comparatively narrow neck c¹ arranged centrally or axially
with reference to the heads thus forming an annular groove or recess in the
middle of the handle bar. These heads are provided in their outer ends with
sockets in which the inner ends of the handle bar sections are secured by
brazing or other suitable means. The coupling C practically renders the handle
bar continuous and compels the sections to turn in unison in adjusting the bar.
'

page_text: D is a transverse cylindrical lug or barrel, which is secured to the upper end
of the steering head A and in which the grooved central portion or coupling C
of the handle bar is adjustably seated. The supporting lug is provided with a
hollow downwardly extending stem or tube D₁ arranged in line therewith or
directly under the same, and fitting into the steering head. The heads of the
coupling C are provided with external screw threads e which engage with corre-
sponding threads formed in the bore of the lug D, the threads of the two heads
trending in the same direction. These screw threads confine the handle bar
coupling against lateral or endwise displacement in the lug. The lug is provided
in its top with an opening of preferably of rectangular form, as shown in Figure 4,
and in this opening is seated a locking plate, or cap G which bears against the
upper sides of the heads c and holds the same and the handle bar against turning
in the lug. This plate is provided on its underside with internal screw threads g
which engage with the screw threads of the heads c and which form continuations
of the internal threads of the lug. In addition to these screws threads, the heads
are preferably provided with comparatively fine teeth, ribs or corrugations h
extending lengthwise thereof and the locking plate is provided with corresponding
teeth or corrugations which interlock with those of the lug, whereby the handle
bar is firmly and reliably held against turning in the lug. The teeth or corruga-
tions of the parts preferably do not extend to the outer ends of the heads c but
only throughout the length of the locking plate, as shown in Figure 6. The
screw threads of the coupling heads and the handle bar lug serve not only to hold
the handle bar against lateral displacement but also offer an extensive gripping
surface to the locking plate G.
As
I is a vertical clamping bolt whereby the locking plate G is drawn tightly
against the serrated and screw threaded coupling heads e of the handle bar.
shown in Figure 1, this bolt is arranged within the hollow stem D of the lug
and extends upwardly through the space or annular gruove between the coupling
heads and through a smooth opening formed in the locking plate G and to the
projecting upper end of the bolt, a nut j is applied which bears upon the locking
plate. The bolt may be anchored or confined against upward displacement within
the stem by any suitable means but the same is preferably provided on its lower
portion with a tapering nut or conical plug k, which enters the lower end of the
hollow stem D, and is wedged into the same upon tightening the screw nut j.
The lower portion of the stem D is preferably split or slitted as shown at
Figure 1 so that upon drawing up the clamping bolt by means of its screw nut
the tongues formed between the slits are spread and firmly clamped against the
surrounding wall of the steering head, thereby simultaneously clamping the handle
bar in the lug and the stem in the steering head by a single bolt.
in
In order to allow the clamping bolt to clear the axial neck c¹ of the coupling,
the adjacent portion of the bolt is offset. . In the construction shown in
Figures 16 the bolt is offset on both sides of the neck, and for this purpose the
same is split or divided lengthwise from its upper end downward to a point below
the neck and the branches i of the split portion are spread apart on opposite
sides of the neck, to form a vertically elongated loop or strap which embraces the
neck. Above the neck, the branches are brought against each other to form the
cylindrical upper portion of the bolt, which portion is screw threaded as shewn,
to receive the screw nut j.
It is obvious that the clamping bolt might be offset only on one side of the
neck, as shewn in Figure 7, in which case it is unnecessary to split the bolt.
m is a spring applied to the clamping bolt between the shoulder formed by its
offset portions and the underside of the locking plate G. This spring is com-
pressed in the normal position of the locking plate, as shown in Figure 1, and as
soon as the screw nut j is loosened for changing the adjustment of the handle
bar the spring reacts and lifts the plate clear of the teeth and screw threads of the
coupling heads c, thereby preventing the teeth of the plate and the heads from
grinding against each other in turning the handle bar in the lug and avoiding
.

page_text: the wear which results from such grinding. When the locking or gripping parts
of handle bars of this type are so constructed that they cannot entirely clear each
other in adjusting the bar, they are liable to wear smooth by repeated adjust-
ments. It has been the experience of dealers and manufacturers that un-
scrupulous wheelmen who desire a new or a differont style of bar, are apt to take
advantage of this feature and grind off the teeth by oscillating the bar in the lug,
so as to render the same unserviceable and furnish an excuse for obtaining a new
bar from the dealer or manufacturer. By providing the locking plate with the
lifting spring m this cannot be practised without detection.
When it is desired to adjust the handle bar it is only necessary to loosen the
screw nut on top of the lug, when the locking plate will be automatically raised
out of engagement with the handle bar by the spring m, thus releasing the bar
and permitting the same to be turned in the lug for raising or lowering the
handles. When it is desired to convert the handle bar from an upturned bar to
a drop bar, the same is reversed or swung upwardly and forwardly to the front
side of the lug and the stem of the lug is then given a half turn in the steering
head to bring the bar on the rear side of the head, and after making the adjustment,
the bar is firmly clamped in place by simply tightening the screw nut j. By
Jerforming these operations in the reverse order, the bar is changed from a
drop bar to an upturned bar. As the clamping bolt is offset or passes around one
or both sides of the connecting neck cl of the coupling, it affords the requisite
range of movement of the handle bar to effect these extreme adjustments without
requiring the removal of the bar from the lug or the withdrawal of the stem of
the lug from the steering head, the only part requiring manipulation for clamping
and releasing the bar being the screw nut j which from its position on top of the
lug is easily accessible. The stem of the lug is readily loosened for turning it
in the steering head, by striking the upper end of the clamping bolt with a
wrench or other tool, after loosening the screw nut j.
In assembling the parts, the handle bar sections are first united by the
coupling C, and one end of the bar is then passed through the lug and the heads c
are screwed into the lug. The clamping bolt is then passed into the stem D'
through the lower end of the latter and its split portions are sprung upon the
neck of the connection, after which the spring m is passed over the upper end
of the bolt, the locking plate is put in place and the screw nut applied to the
bolt.
My improved clamping device is not only convenient in use but permits the
use of a supporting lug arranged directly above its attaching stem producing a
sightly construction. The attachment can moveover be cheaply manufactured as
it involves but few parts.
In the construction of the coupling C shown in Figures 1 to 6, the handle bar
sections are fitted into the ends of the heads but if desired, they may be secured
upon the head c, as shown in Figure 8, in which case, externally screw threaded
and serrated collars a are brazed or otherwise secured upon the inner ends of the
sections which collars engage with the lug D.
My improved clamping device although especially desirable for metallic handle
bars, is also applicable to wooden bars, as shown, for instance in Figure 9. In
this case, the bar may be made in sections, as shown in the first described con-
structions, or it may be formed in a single piece and provided in its middle with
an annular groove o for the passage of the clamping bolt, as illustrated in Figure 9.
The bar is provided on opposite sides of its groove with screw threaded
collans of which engage with the supporting lug.
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. The combination with a supporting lug or barrel, of a handle bar adjustably
seated in said lug and provided within the same with an annular groove or

page_text: recess, a locking plate or cap arranged on the upper side of the lug and bearing
against the handle bar, and a clamping bolt confined or anchored at its lower
end and extending upwardly through the groove or recess of the handle bar and
through said locking plate, substantially as set forth.
2. The combination with a handle bar lug or barrel provided in its top with
an opening and on its underside with a depending stem adapted to enter a
steering head, of a handle bar adjustably seated in said lug and provided within
the same with a transverse groove or recess, a locking plate or cap arranged in
the opening of the lug and bearing against the handle bar, a wedge arranged in
the stem of the lug and adapted to expand the same against the surrounding
steering head, and a clamping bolt connected with said wedge and extending up-
wardly through the stem, the groove of the handle bar and said locking plate or
cap, substantially as set forth."
3. The combination with a handle bar lug or barrel provided in its top with an
opening, of a handle bar adjustably seated in said lug and provided within the
same with an annular groove forming an axial neck or reduced portion, a locking
plate arranged in the opening of the lug, a split clamping bolt confined at its
lower end and having its branches arranged on opposite sides of said axial neck
and extending upwardly through said locking plate, and a screw nut applied to
the projecting ends of said branches, and bearing upon said locking plate, sub-
stantially as set forth.
4. The combination with a handle bar lug or barrel provided in its wall with
an opening, of a handle bar seated adjustably in the lug, a locking plate arranged
in the opening of the lug and bearing against the handle bar, a clamping device
for said plate, and a spring whereby said plate is automatically raised out of
engagement with the handle bar upon releasing the plate, substantially as set
forth.
5. The combination with a supporting lug having an opening in its top, and
an adjustable handle bar seated therein and composed of two sections, of a coupling
connecting said sections and consisting of a pair of cylindrical heads secured to
the ends of the sections and connected by an axial neck leaving an annular groove
between the heads, a locking plate arranged in the opening of the lug, and a
clamping bolt confined at its lower end and extending upwardly through said
groove and said locking plate and having an offset whereby it clears said axial
neck, substantially as set forth.
ember 1
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.