Improvements in Velocipedes."
Year: 1897

page_text: Date of Application, 25th Jan., 1897
Complete Specification Left, 25th Nov., 1897-Accepted, 1st Jan., 1898.
"Improvements in Velocipedes."
I, WILLIAM BORTHWICK SMITH, of 2, Metal Exchange Buildings, Whittington
Avenue, in the County of Middlesex, Engineer, do hereby declare the nature of
this invention to be as follows:-
This invention relates to velocipedes, and especially to what are well-known as
bicycles and tricycles, and it has for its object novel methods of construction by
which the weight of the bicycle or tricycle, especially of the frame,, is consider-
ably reduced, and the machine is very simple, cheap, not liable to get out of order,
and very readily adjustable.
In order to put my invention in operation (referring to the construction of frames
for bicycles) I take a wheel of the ordinary kind, and of suitable diameter, which
serves as the steering wheel of the bicycle, and runs in bearings, preferably pro-
vided with antifriction balls, in the lower ends of a fork, at the upper end of
which is a hollow spindle which turns in corresponding sockets in a tube which
forms one side of the framing of the machine, which framing is constituted, in
effect, of a triangle of which the tube just described forms one of the sides. The
other, or driving wheel of the bicycle, is preferably of larger diameter than the
steering wheel, and it turns, on bearings at the lower end of a fork, at the upper
end of which is a tubular bar which meets and is firmly and strongly connected
and attached to the upper end of the tubular bar already described, the meeting
point forming the apex of the triangular frame. The two tubes described (which
form two sides of the triangular framing) are inclined so that the point where
they meet and are fixed together as described is above, or more or less nearly
above, the centre of the space between the adjoining circumferences of the two
wheels.
The tubes are stayed and held firmly together by a lower tubular bar or stay,
which may be either single or double, arranged between the lower end of the tube
in which the steering spindle turns as already described, and the bearings of the
other or driving wheel. If the stay is single, it is forked at this end in order to
embrace the driving wheel, so as to be attached at both sides to the lower ends of
the fork in which the wheel is carried.
At a suitable point in the lower stay, I arrange a bracket provided with bear-
ings in which turns a transverse spindle or axle upon the ends of which are fixed
pedals or treadles of the usual kind. This pedal axle also has fixed upon it at one
side a chain wheel driving by means of a chain a corresponding chain wheel of
suitably proportioned diameter fixed upon the spindle of the driving wheel. Or,
what is known as chainless gear may be used instead of chain gear.
The upper end of the steering spindle is fitted in the usual way with a suitably
curved and shaped telescopic handle bar and handles, and a bracket is provided
and fixed at the upper end or apex of the triangular frame to carry a saddle-bar
or other support of any of the kinds ordinarily used for bicycles. This bracket
is preferably provided with two tubular sockets, one in front and one behind, and
these sockets are arranged at the same angle from the perpendicular, but more or
less approaching parallelism with the tubular sides of the frame, which they

page_text: adjoin. Into one or other of these tubular sockets (according to whether the
bicycle is intended to run in one or the other direction) is fitted a bar, which may
be tubular, the upper end of which is bent over and prolonged sufficiently far in
a horizontal direction, and this horizontal part of the bar carries an adjustable
spring saddle of any of the ordinary well-known kinds. By arranging the bent
adjustable saddle bar described either in front of or behind the triangular frame
of the machine, the driving wheel may be in front and the steering wheel behind,
or vice versa, as may from time to time be desired. The transverse steering bar
aay also be made reversible and adjustable if required, so that it may be situated
either in front of or behind the steering spindle. The bent saddle bar is adjusted to
the proper height in the socket, and is then firmly fixed, its upper arm always
remaining horizontal.
If the driving wheel be in front and the steering wheel at the rear, the rider
sits across the tubular frame through which the steering spindle passes, the
latter rising up between his legs in front of him diagonally.
If the driving wheel is to be in the rear, and the steering wheel in front, the
position of the saddle bar is altered so that it is fitted and attached on the other
side of the framing, and the rider then sits across the bar of the triangular frame
which carries the driving wheel fork.
Instead of being tubular, the bent saddle bar may be of curved or crescent
shaped cross section, so that instead of passing through a socket in the bracket
as decribed, it may pass through an opening of corresponding shape in a clamp,
its hollow side fitting against the tubular frame against which it is tightly clamped
when adjusted.
The driving gear may be of any suitable kind. For instance, instead of chain
wheels and chain, bevilled toothed wheels and spindles may be used for trans-
mitting the movement of the treadles to the driving wheel axle at the proper
proportionate speed. Or, where the driving wheel is always to be in front, multiplying
gear of any kind may be used for increasing the speed of the driving wheel as com-
pared with that of the pedal axle. Or, under the same condition, a chain wheel
and pedal may be carried by the frame at each side of the driving wheel, chains
connecting these wheels to corresponding chain pinions upon both sides of the
wheel.
Suitable tubular or other stays may be used if necessary to strengthen the
different parts of the frame. Such a stay is especially useful extending vertically
in the form of a tension rod between the upper apex of the triangular frame and
the frame below at a point near the crank axle.
Mudguards are used to cover a sufficient part of the circumference of the wheels,
and these guards which are curved to a suitable radius concentric with the wheels,
are carried by radial stays at each end, which are made moveable and reversible
in position, so that when the bicycle is moving in one direction, they properly
protect the rider from dirt, whilst for travelling in the other direction they are
reversed into their opposite position where they equally protect the rider. Fasten-
ings may be used to fix them in either position.
The handle bars consist preferably of a bar passing transversely through a
socket or clamp at the upper end of the steering spindle, in which socket it can be
clamped or fixed at any desired angle, the ends of the bar outside the socket being
turned up to a sufficient height, and then curved outward to receive the handles.
Or, a short transverse pin may be fixed at the upper end of the steering spindle,
the ends of the pin being so formed that separate handle bars may be adjusted
and firmly clamped upon them at any desired angle.
I do not confine myself to the precise details of form and construction of the
several parts, which may be varied more or less as may be found advisable.

page_text: Improvements in velocipedes.
I, WILLIAM BORTHWICK SMITH, of 2, Metal Exchange Buildings, Whittington
Avenue, in the County of Middlesex, Engineer, do hereby declare the nature of
this invention, and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement, and accompanying
drawing, that is to say:-
This invention relates to velocipedes, and especially to what are well-known as
bicycles and tricycles, and has for its object novel methods of construction by
which the weight of the bicycle or tricycle, especially of the frame, is consider-
ably reduced, and the machine is very simple, cheap, not liable to get out of order,
and very readily adjustable.
The accompanying drawing is in illustration of my invention. Figure 1 is a
side view of a bicycle; figures 2, 3, and 4 show different modifications of adjust-
able steering bars, and figures 5, 6, and 7 represent different forms of saddle sup-
ports.
In order to put my invention in operation (referring to the construction of
frames for bicycles) I take a wheel a of the ordinary kind, and of suitable diameter,
which serves as the steering wheel of the bicycle, and runs in bearings, preferably
provided with antifriction balls, in the lower ends of a fork 6, at the upper end of
which is a hollow spindle which turns in corresponding sockets in a tube which
forms one side of the framing of the machine, which framing is constituted, in
effect, of a triangle of which the tube just described forms one of the sides. The
other, or driving wheel d of the bicycle, is preferably of larger diameter than the
steering wheel a, and it turns on bearings at the lower end of a fork e, at the upper
end of which is a tubular bar f which meets and is firmly and strongly con-
nected and attached to the upper end of the tubular bar c already described, the
meeting point forming the apex of the triangular frame. The two tubes c and f
described (which form two sides of the triangular framing) are inclined so that
the point where they meet and are fixed together, as described, is above, or more or
less nearly above, the centre of the space between the adjoining circumferences
of the two wheels, a and d.
The tubes are stayed and held firmly together by a lower tubular bar or stay g,
which may be either single or double, arranged between the lower end of the
tube c in which the steering spindle turns as already described, and the bearings
of the other or driving wheel d. If the stay g is single, it is forked at this end
in order to embrace the driving wheel d so as to be attached at both sides to the
lower ends of the fork in which this wheel is carried.
At a suitable point in the lower stay, I arrange a bracket provided with bearings in
which turns a transverse spindle or axle upon the ends of which are fixed pedals
or treadles h, h, of the usual kind. This pedal axle also has fixed upon it at one
side a chain wheel i driving by means of a chain ka corresponding chain wheel
of suitably proportioned diameter fixed upon the spindle of the driving wheel d.
Or, what is known as chainless gear may be used instead of the chain gear shown.
The upper end of the steering spindle is fitted in the uual way with a suitably
curved and shaped telescopic handle bar and handles 1, and a bracket m is provided
and fixed at the upper end or apex of the triangular frame to carry a saddle-bar
or other support of any of the kinds ordinarily used for bicycles. This bracket
is preferably provided with two tubular sockets n, n¹, one in front and one behind,
and these sockets are arranged at the same angle from the perpendicular, but more
or less approaching parallelism with the tubular sides c and f of the frame,
which they adjoin. Into one or other of these tubular sockets (according to

page_text: whether the bicycle is intended to run in one or the other direction) is fitted a bar o,
which may be tubular, the upper end of which is bent over and prolonged suffi-
ciently far in a horizontal direction, and this horizontal part of the bar carries an
adjustable spring saddle p of any of the ordinary well-known kinds. By arrang-
ing the bent adjustable saddle-bar o described either in front of or behind the
triangular frame of the machine, the driving wheel d may be in front and the
steering wheel a behind, or vice versa, as may from time to time be desired. The
transverse steering bar may also be made reversible and adjustable if required,
so that it may be situated either in front of or behind the steering spindle. The
bent saddle bar o is adjusted to the proper height in the socket, and is then firmly
fixed, its upper arm (which carries the saddle) always remaining horizontal.
If the driving wheel be in front and the steering wheel at the rear, (as shown
in figure 1) the rider sits across the tubular frame c through which the steering
spindle passes, the latter rising up between his legs in front of him diagonally.
If the driving wheel is to be in the rear, and the steering wheel in front, the
position of the saddle bar is altered so that it is fitted and attached on the other
side of the framing, and the rider then sits across the bar f of the triangular frame
which carries the driving wheel fork.
Instead of being tubular, the bent saddle bar may be of curved or crescent
shaped cross section, (as illustrated in figures 5 and 6) so that instead of passing
through a socket in the bracket as described, it may pass through an opening of
corresponding shape in a clamp, its hollow side fitting against the tubular frame
against which it is tightly clamped when adjusted.
Or, the saddle bar may be made of a bent bar (as shown in Figure 7) so shaped
that it lies firmly against the tubular frame to which it is clamped.
The driving gear may be of any suitable kind. For instance, instead of chain
wheels and chain, bevilled toothed wheels and spindles may be used for trans-
mitting the movement of the treadles to the driving wheel axle at the proper pro-
portionate speed. Or, where the driving wheel is always to be in front, multiply-
ing gear of any kind may be used for increasing the speed of the driving wheel as
compared with that of the pedal axle. Or, under the same condition, a chain
wheel and pedal may be carried by the frame at each side of the driving wheel,
chains connecting these wheels to corresponding chain pinions upon both sides
of the driving wheel d.
Suitable tubular or other stays may be used if necessary to strengthen the
different parts of the frame. Such a stay is especially useful extending vertically
in the form of a rod g, shown in dotted lines in figure 1 between the upper apex
of the triangular frame and the frame below at a point near the crank axle.
Mudguards s, s¹ are used to cover a sufficient part of the circumference of the
wheels, and these guards, which are curved to a suitable radius concentric with
the wheels, are carried by radial stays at each end, which are made moveable and
reversible in position, so that when the bicycle is moving in one direction, they
properly protect the rider from dirt, whilst for travelling in the other direction
they are reversed into their opposite position (as shown in dotted lines) where
they equally protect the rider. Fastenings may be used to fix them in either
position.
The handle bars consist preferably of a bart passing transversely through a
socket or clamp at the upper end of the steering spindle, (as shown in figure 4),
in which socket it can be fixed or clamped at any desired angle, the ends of the
bar outside the socket being turned up to a sufficient height, and then curved
outward to receive the handles.
Or, a short transverse pin may be fixed at the upper end of the steering spindle,
as shown at t¹ in figure 1, the ends of the pin 1 being so formed that separate
handle bars may be adjusted and firmly clamped upon them at any desired angle.
Or, the arrangement shown in figure 3 may be used, in which the handle bars
are attached to a bracket v, which can be adjusted at any desired height on the
steering spindle.

page_text: I do not confine myself to the precise details of form and construction of the
several parts, which may be varied more or less as may be found advisable, but
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:-
1.-The triangular framing, consisting of two inclined tubular sides c and f
connected by a more or less horizontal tubular bottom g, the side chaving a
steering bar passing through it, a fork at the lower end of the steering bar carry-
ing the steering wheel a, and a fork at the lower end of the side of carrying the
driving wheel &, the two inclined sides c and f being firmly united at their upper
ends, and a bracket fixed upon the tubular bottom g carrying an axle and treadles
and driving the wheel d by means of chain wheels and chain or equivalent gear,
on one or both sides of the wheel, substantially as described and illustrated.
2. The bracket m rigidly connecting the inclined tubular sides c and f at their
upper ends, and provided with sockets n, n¹, at the front and back to receive the
bent saddle bars o, o, substantially as described and illustrated.
3. The mudguards s, s¹, carried by radial stays, so that their position can be
altered according to the direction in which the velocipede is moving, substantially
as described and illustrated.
4. In combination with the arrangement of framing and steering bar described
and claimed in claim 1, the moveable and adjustable handle bar, substantially
as described, and illustrated in figures 1, 2, 3, and 4.
5. The methods of forming adjustable saddle-bars and attaching them to the
more or less vertical tubes of velocipede framing, substantially as described, and
illustrated in figures 1, 5, 6, and 7.
6. In combination with the triangular framing, described and claimed in
claim 1, the vertical stay r between the upper apex of the frame, and the lower
part of the frame near the crank, substantially as described and illustrated.
Dated this 25th day of November, 1897.
EDWARDS & Co.,
65 and 66, Chancery Lane, London, Agents for the Applicant.