Improved Spring Forks for Bicycles and other Vehicles.
Year: 1898

page_text: Date of Application, 2nd Apr., 1898
Complete Specification Left, 7th Sept., 1898-Accepted, 3rd Dec., 1898
Improved Spring Forks for Bicycles and other Vehicles.
DAN EDWARDS, of 133, Great Howard Street, Liverpool, in the County of
Lancaster, Shipwright, do hereby declare the nature of this invention to be as
follows:-
This invention relates to the forks of bicycles and other vehicles, with the object
of overcoming or reducing the vibration, when travelling along an uneven road.
To effect this I affix at the rear end of each side of the frame, an upright hollow
slideway, through which slides a plate, projecting from the centre of this plate,
is the wheel fork, at the top and bottom ends of the slideway are two hooks; or
rings, to which are attached two pair of tension spiral springs, the meeting ends
of which are secured to a stud, at each side of the base of the fork. The springs
are stretched when being fitted, so as to give & take, the strain when the machine
is in motion. This description of fork may also be applied to the front wheel.
Or I may form a fork, at the bottom end of each side, of the steering fork, betwen
the prongs of this fork, which is tee shaped is fitted a sliding axle boss, which
is grooved on each edge, to fit the runners on the inside of the fork. On the lower
side of the boss and extending downwards, through the bottom crosspiece, is a
small guide rod, which serves to keep the axleboss, working truly in the slide.
I also use tension spiral springs both above and below, the axleboss, which are
secured by hooks or rings to each end of the slideway,, the inner or meeting ends,
hooking to the axleboss.
The springs are stretched when being fitted, thereby keeping the axleboss in
position at all times.
I have described the foregoing ways of carrying my invention into effect, but
I wish it to be understood, that having once given the general idea, certain altera-
tions may be made without departing from the principle of the invention: Thus
for example I may use more or a less number of springs, than I have stated in
the foregoing description, or I may use a half tube shaped fork, instead of a tee 4
shape, according to the peculiar circumstances of the case.
Dated this First day of April 1898
DAN EDWARDS,
Of 133, Great Howard Street, Liverpool.
I, DAN EDWARDS, of 133, Great Howard Street, Liverpool, in the County of
Lancaster, Shipwright, do hereby declare the nature of this invention and in what
[Price 8d.]

page_text: manner the same is to be performed, to be particularly described and ascertained
in, and by the following statement :-
This invention relates to the forks of bicycles, and other wheeled vehicles, and
has for its object, to overcome, or minimise, the vibration, of such vehicles, when
travelling along a road, without the necessity of using pneumatic tyres, which
are so liable to be punctured by thorns, nails, broken glass, and other sharp articles,
met with on the road surface.
To effect this, I form the front and rear forks, of a special construction, which
will absorb the vibration.
The invention will be understood, from the following description, reference
being had to the accompanying drawings, in which,
Figure 1 is a side elevation of the front fork.
Figure 2 a vertical section thereof.
Figure 3 is a side elevation of back fork.
Figure 4a sectional plan thereof.
Figure 5 is a side elevation, of a modification, of Figure 1.
Figure 6 a vertical section thereof.
Figure 7 side elevation, of another modification, of Figure 1.
Figure 8 vertical section thereof, on line V V.
Referring to Figures 1 and 2, I form a fork at the bottom of each leg of the
steering fork, the frame 1), being tee shaped, thus forming a slideway for the
axleboss B, through the centre of which is secured the end of the axle C, from
the bottom of the axleboss B, projecting downwards, is the guide rod A, which
slides through a hole, in the centre of the crosspiece E, which crosspiece
is secured to the bottoms of the fork sides (which are reduced and screwed) by
two nuts. On each edge of the crosspiece, are four studs H, and on the bottom
edge of the axleboss B, are four studs H, to which the ends of four tension spiral
springs G, are secured, two on the outside, and two on the wheelside, of the fork.
On the upper edge of the axleboss B, and under the arch of the fork, are four studs,
to which the ends of two tension spiral springs G, are secured, one on the outside,
and one on the wheelside of the fork. These springs are stretched, when being
fitted, so that they will take in any slack that may be given when the vehicle is in
motion.
Figures 3, and 4, show an arrangement in which I affix, at the rear end of
each side of the frame of a cycle, an upright hollow slideway K, through which
slides a base plate L, projecting from the centre of this base plate, is the wheel-
fork J, at the top and bottom of the slideway K are two screwed studs H, to which
are secured one end of four tension spiral springs G, the other ends meeting on
rach side of the base of the wheefork J, to which they are secured by studs H.
The springs when being fitted are stretched, so as to give and take strain, one
from the other, when travelling.
The arrangement set forth in,
Figures 5 and 6, is almost identical with that already described in Figure 1,
the only difference being that I dispense with the upper tension springs, and
substitute a spiral compression spring U, placed on the guide rod T, between the
axleboss and the crosspiece S, so forming a buffer spring which keeps the axle
in position at all times.
In the arrangement as set forth in Figures 7 and 8, the principle design is
retained, as described in Figures 1 and 2, with some slight alterations in the
construction of some of the working parts. Thus for example, instead of the
forklegs being tee shaped they are round, and I substitute spiral compression
springs, for the tension springs as shown in Figures 1 and 2.
No. 1 shows a socket to receive the leg of the wheel fork No. 2 is the legs of
the axlefork, at the top of the straight parts of which, two collars are formed,
.which act as stops to the upper springs No. 4. The legs of the axlefork which
are of round steel, or other metal, pass through the ends of the axleboss, down to

page_text: the bottom crosspiece No. 6, where they are reduced, to form a shoulder the ends
being screwed and fitted with nuts, thereby firmly securing the crosspiece to
the ends of the axlefork. Between the legs of the axlefork 2, I locate the axleboss
through the ends of which are two holes bored to fit the legs of the fork on which
they slide when the machine is being used. In the centre of the axleboss, is
another hole, in which the end of the axle No. 5, is secured, projecting downwards
from the bottom edge of the axleboss, and through a hole in the centre of the
crosspiece, No. 6, is the guide rod No. 4, which in conjunction with the axle form
the three sides of a square, thus securing the lateral rigidity of the front wheel.
On the legs of the axlefork, between the axleboss and the collars, are two spiral
compression springs, one on each leg, and on the guide rod between the axleboss
and the bottom crosspiece, is another compression spring which absorbs any
slackness that may ensue, from weight being applied or the vibration of the
upper springs.
I have described the above ways of carrying my invention into effect, but I
wish it to be understood that having once given the general idea, certain alterations
may be made without departing from the principle of the invention. Thus, for
example, I may use rubber cushions, in preference to springs, or I may slightly
alter the shape of some of the minor parts, or use more or less springs, than I have
stated in this description:
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:-
1st. The system of overcoming or minimising the vibration caused to cycles
or other wheeled vehicles by the irregularities of the road surface, which consists
in forming the wheelfork with an additional resilient axlefork at the extrems
ends of the wheelforks of a bicycle, or other wheeled vehicle, which will act
to absorb the vibration, substantially as described.
2nd. The improvement in or relating to the wheelforks of cycles or other
vehicles for absorbing vibration in moving along a road, which consists in forming
the axieforks with an axleboss, having a guide rod which slides up or down a
slideway, or on and between the axleforks, in combination with resilient steel
springs, either spiral tention, or compression, substantially as and for the purpose
set forth.
3rd. In a cycle or other vehicle having the end of the axle secured in axlebosses
with guide rods, at right angles to itself, where all parts of the same must move
together, lateral rigidity is secured, thereby preventing the wheel from having
any sideplay, substantially as described.
4th. The general combined arrangement and construction of parts forming my
resilient spring forks, substantially described in reference to Figures 1 and 2,
Figures 3 and 4, Figures 5 and 6, and Figures 7 and 8, of the drawings.
Dated this 6th day of September 1898.
DAN EDWARDS,
Of 133, Great Howard Street, Liverpool.