Improvements in and relating to Cycle Frames.
Year: 1896

page_text: Comentado Onanif
Date of Application, 25th Sept., 1856
47th luna 1007 Acccated
14th Cont
1907
PROVISIONAL SPECIFICATION.
Improvements in and relating to Cycle Frames.
I, HENRY JOHN HUDSON, of Alexander Studios, Alfred Place, South
Kensington, in the County of Middlesex, Artist, do hereby declare the nature of
this invention to be as follows:-
This invention relates to cycle frames and has for its chief objects the production
of a less costly and lighter frame than those heretofore in use without sacrifice of
strength and at the same time affording better facilities for storing the same.
My improvements are applicable to ladies' as well as to gentlemen's cycles and to
tricycles as well as to bicycles.
My improved frame for a gentleman's bicycle comprises a vertical or nearly
vertical central member and double sets of members connecting the upper and
lower ends of said central member with the axles of the two wheels. The mem-
bers extending from the axle of the front wheel to the upper or to the lower end
of the central member may if desired be united to form a single member at that
part of them which is beyond the periphery of the wheel, and the same remark
applies to the members extending from the axle of the rear wheel to the upper and
lower ends of the central member.
I do not always arrange the aforesaid central member and the inclined members
to meet at a common point, but I sometimes vary the construction by connecting
the central member to the members extending to e rear axle or to those extend-
ing to the front axle at a point some distance from the junction of these inclined
members.
For the purposes of steering the cycle I provide a hinge or joint in the members
extending from the front axle so that the frame can bend about the axis formed
by these two hinges or joints. This axis may be vertical or inclined. When I
use the front wheel as the driving wheel the joints or hinges are placed in the
members extending to back wheel. I attach the steering handle directly to the
frame or I connect it thereto indirectly by means of levers and links or gearing.
This method of steering is very effective and ensures a quick change of direction
of movement of the cycle with only a slight amount of bending of the frame.
Moreover the front and back wheels always traverse the same path even when the
cycle is travelling in a curve. A further advantage arising from my improved
construction is that the wheel base can be made shorter than that of an ordinary
diamond frame safety bicycle without risk of collision between the front wheel
and the feet of the rider when steering round a sharp curve. A still further
advantage is that the weight of the rider tends to keep the machine in a straight
course. The hinge or pivot in the inclined members extending from the front
axle to the upper end of the central member is preferably near the upper and of
the said inclined members and that in the lower members connected to the front
axle is situated at a point remote from the bottom bracket a distance equal to
about the length of the crank. Or in other words the bottom bracket is furnished
with a rigid member extending toward the centre of the front wheel a distance
equal to about the length of the crank to the end of which member the members

page_text: extending from the front axle are hinged or pivoted. The axes of the two hinges
or pivots are of course in the same line.
The saddle may be conveniently mounted on the central member, and can be
brought sufficiently near the handles to allow of the most advantageous applica-
tion of the power for propelling the machine. When driving by the front wheel
the saddle would be attached behind the hinge which is then behind the central
member. I sometimes so construct the frame that upon the removal of a pin or
bolt the front part of the frame may be disconnected from the rear part thereof
for convenience in storing the cycle.
In some instances I make the upper inclined members extending from the front
wheel telescopic and adjustable by a screw or otherwise to allow of adjusting the
frame when about to ascend or descend a hill so that the position of the rider when
ascending or descending the hill may be the same relatively to the crank as when
travelling on a level road.
In the case of a bicycle for two or more riders I provide a corresponding number
of vertical or nearly vertical members united at top and bottom by horizontal
members and braced if necessary by diagonal tension members which may con-
sist of wire. The ends of the frame are the same as those of a bicycle for a single
rider. The driving chain or gear for the front rider can be attached to the front
wheel in which case the hinges or joints would be behind the front vertical
member.
As applied to a tricycle having one front wheel and two rear wheels for example,
I spread the upper inclined members extending from the top of the central member
and connect them to the rear axle at points near the ends thereof but inside the
wheels. In other respects the frame is similar to that of the bicycle.
In adapting my invention to the construction of a lady's bicycle I find it con-
venient to reverse the frame and make it project downwards instead of upwards.
I then provide a suitably braced standard to carry the saddle or seat and I con-
nect the handle bar to the frame by a long rod or by links and levers. Bv
another mode of constructing a lady's bicycle I proceed similarly to the mode
above described with reference to a gentleman's bicycle but instead of connecting
upper inclined members extending from the front axle to the top of the central
member I connect them to the said central member at a point much nearer the
bottom bracket. The said central member will in this instance be made of
increased strength to withstand the bending strain on it. I also sometimes steer
this frame by a rod or tube passing inside the vertical member and connected by
links and levers or otherwise to the hinged ioint at the lower end. At the upper
end of said rod are curved handle bars which nass from behind the rider on
opposite sides to a convenient position for the hands, thus making, practically,
an open fronted machine.
1
1000
Improvements in and relating to Cycle Frames.
1. HENRY JOHN HUDSON, of Alexander Studios, Alfred Place, South
Kensington, in the County of Middlesex, Artist, 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:-
4
This invention relates to the frames of velocipedes and has for its chief object 5

page_text: a less costly and lighter frame than those heretofore in use without sacrificing
strength, and one that allows of being packed or stored in a small space. My
improved frame is more convenient in use and safer by reason of its being less
liable to side slip than cycle frames as heretofore made, and it possesses a very
powerful and convenient steering gear which forms an important part of my
invention. The improvements are applicable to ladies' as well as gentlemen's
cycles and to tricycles as well as to bicycles.
In the accompanying drawings:
Figure 1 is a side elevation of one form of my improved bicycle constructed
for a male rider.
Figure 2 is a side elevation of the frame only, the two main parts of which are
shewn disconnected.
Figure 3 illustrates partly in section a detail hereinafter described.
Figure 4 illustrates a modified construction of frame.
Figure 5 is a side elevation of a bicycle furni-hed with means for raising and
lowering the front wheel and front part of the frame for a purpose hereinafter
described.
Figure 6 is a side elevation of a portion of a frame furnished with other means
for raising and lowering the front part of the frame.
Figure 6 is a front elevation of the same.
Figure 7 is a side elevation of a portion of a frame illustrating a modification
hereinafter described.
Figure 8 is a side elevation of a tandem bicycle constructed according to my
invention.
Figure 9 is a side elevation of a lady's bicycle embodying my invention.
Figure 10 is a side elevation of part of the frame only of the said bicycle the two
main parts being shown disconnected.
Figure 10 illustrates a modified pattern of bracket for the crank spindle.
Figure 11 is a side elevation of a modified form of lady's bicycle constructed
according to my invention.
Figure 12 is a side elevation of a slightly modified form of the bicycle shown in
Figure 1 fitted with my improved power steering device.
Figure 13 is a side elevation on a larger scale of a portion of the frame and
shows the steering wheels hereinafter described.
Figure 14 is a plan of the same, and
Figure 15 is a plan of a modified form of said steering device.
Figure 16 is a side elevation of a slightly modified form of the lady's bicycle
shown in Figure 9 fitted with an improved power steering device, and
Figure 17 is a side elevation on a larger scale of a portion of the frame.
Like letters of reference denote corresponding parts in the several figures.
The frame for a gentleman's bicycle comprises a vertical or nearly vertical
centre member A the upper end of which is connected to the axles of the front
and rear wheels F G, by the inclined members B, C, and the lower end of which
is connected to said axles by the members D, E. Each of the members B, C, D, E,
is divided or forked in a similar manner to the front fork for example of a safety
bicycle as heretofore made, or it is made double throughout its length. All the
members of the frame are preferably made tubular to ensure the required strength
combined with lightness. The member B Figure 1 instead of being connected
directly to the member A is attached to a split sleeve H Figure 3 adapted to turn
in a socket H' which is secured to the member A. The stem J of the handle
bar J passes through the sleeve H, and is gripped thereto by means of a clip J2
or by any other suitable means that admit of readily raising and lowering the
handle to suit the convenience of the rider. The member D is formed in two
parts hinged together or jointed at D₁ the axis of the joint being preferably in the
axis of the sleeve H prolonged. These hinges or joints are preferably furnished
with ball bearings. It will be obvious that the frame can bend about the said
axis and the steering of the machine is effected by bending the frame which is

page_text: done by turning the handle-bar in the usual manner. This method of steering is
very effective and ensures a quick change of direction of movement of the cycle
with only a slight turning of the handle bar inasmuch as both wheels of the
bicycle are affected by the turning of the handle instead of only one as heretofore.
Another advantage of this method of steering is that the front and back wheels.
traverse the same path when the cycle is moving in a curve, and side slip is thereby
prevented. The weight of the rider tends to prevent the bending of the frame so
that the machine is not liable to be accidentally deflected from its course. This
automatic effect is weak or strong according as the obliquity of the steering
centres is small or great. A further advantage arising from my improved construc-
tion is that the wheel base can be made shorter than that of an ordinary diamond
frame safety bicycle without risk of collision between the front wheel and the
feet of the rider when steering round a sharp curve. The hinge or pivot D¹ is
preferably situated at a point remote from the bottom bracket a distance equal to
the length of the crank."
I sometimes so construct the frame that the axis about which it can bend is
vertical or nearly so. If desired the construction may be reversed to produce a
front driving machine instead of a rear driver in which case the hinges or pivots
are formed in the members C, E. The socket H may be integral with the
member A but I prefer to connect it thereto by a pin or bolt K or any other con-
venient means such as a gas union joint that allows of ready disconnection when
required. By moving the pin or bolt K and the pin of the pivot or hinge D¹
the frame is instantly separated into two parts as indicated in Figure 2. These
parts can then be laid side by side to allow of storing or packing the bicycle in a
small compass.
The saddle S which may be conveniently mounted on the central member as
indicated can be brought sufficiently near the handles to allow of the most advan-
tageous application of power for propelling the machine. The crank axle is
preferably housed in the connecting bracket at the lower end of the member A
but its position may be varied.
I sometimes introduce between the socket H' and the top end of the member A
a short member similar to that part of the member D between the joint D' and
the bottom bracket so as to form a central parallelogram in the frame.
I sometimes further vary the construction as follows:-that is to say, instead
of attaching the members B, C, directly to the member A I pivot them to the
arms of a T-shaped link R Figure 4 the stem of which is pivoted at R to the
member A. This allows the wheels to pass over obstacles on a rough road with
little vibration and without causing direct shock on the saddle; and when mount-
ing a hill the pull on the handle bar operates to tilt the link R and so draw the
saddle forward over the pedals. The central member A is in this instance hinged
to the bottom bracket instead of being rigidly connected thereto.
To facilitate hill climbing I sometimes so construct the front part of the frame
carrying the front wheel that it can be raised whereby the position of the rider with
respect to the crank is the same when ascending a hill as when travelling on a
level road. One construction for this purpose is shewn in Figure 5, in which the
socket His connected to the member A by means of short links L pivoted to the
socket and to the member A, and a horizontal hinge or joint D2 is provided in
the lower member D. Normally the front part of the frame occupies the position
shown in full lines but when the rider is ascending a hill the frame is caused to
assume the position indicated by the broken lines which has the effect of raising
and tilting the front wheel relatively to the member A.
Figures 6 and 6 illustrate another mode of raising the frame when ascending a
hill. In this construction the two parts forming the member B are pivoted at
their upper ends to arms M which are secured on a short spindle M' journalled in
the socket H. On the said spindle is secured a worm wheel M³ which gears with
a worm M³ on a spindle M also journalled in a suitable bearing in the socket.
Ms is a hand wheel by which the worm spindle can be rotated to turn the worm

page_text: wheel and so raise and lower the arms M and with them the member B as may be
required. It is obvious that other modes of accomplishing the same end may be
adopted, for example the member B may be made telescopic.
Figure 7 illustrates a construction in which the lower member D is made
extensible by having included in it a spring D³. To prevent lateral bending of the
spring I support it by means of an internal rod D rigidly connected to the bottom
bracket.
In the case of a bicycle for two or more riders I provide a number of vertical or
nearly vertical members A Figure 8 corresponding to the number of riders and
united at top and bottom by horizontal member, N, N and braced by a diagonal
compression member such as O, or if desired by wire or other tension members.
The ends of the frame may be made similar to those of the single machine above
described, the riders being arranged to drive as usual on the back wheel, but I
prefer to arrange the joints about which the frame bends in the top and bottom
horizontal members N, as indicated at 1, P¹ just in the rear of the front mem-
ber A and to arrange that the front rider drives the front wheel and the rear rider the
rear wheel as shown. This construction avoids having to pass all of the driving
force through one chain as in ordinary tandem bicycles. In some instances the
joints are arranged between the riders in which case the rear rider steers by means
of handles attached to the front part of the frame.
In a tricycle constructed according to my invention having one front wheel
and two rear wheels for example the upper inclined members extending from the
top of the central member are made to spread at the lower ends which are con-
nected to the rear axle at points near the ends of the axle but inside the wheels.
In other respects the frame is similar to that of a bicycle.
In Figure 9, I have shown a bicycle specially constructed for a lady rider.
The central member A is extended downward further than in the gentleman's
bicycle and the members B, C, are in this instance substantially in a straight line
and horizontal. I house the crank axle in a bracket near the junction of the
member A with the members B and C, and I provide joints or hinges as above
described in the members B and D). The steering handle is supported by a long
tubular arm Q rising from the member B. For greater strength I have connected
the members B and D by a tube Q extending from one hinge to the other. I
also support the upper end of the member A which carries the saddle or seat by a
strat Textending to the rear side. Figure 10 shows the parts of this frame
separated at the hinges. Figure 10 shows another pattern of bracket for carry-
ing the crank spindle the same being specially adapted for allowing the
members B, C, in the lady's machine and D, E, in the gentlemen's machine to
continued in one piece across the top of the crank spindle. Figure 11 shows a
nodified lady's bicycle in which the steering handles are connected to and V
that passes down the tube A and the lower end of which is connected by inks VI
and short arms V2 to the front part of the frame near the lower hinge. The
handle bars are curved underneath the saddle or seat as shown to bring the
handles to a proper position for manipulation by the rider. This bicycle is quite
open at the front.
The bicycle shown in Figure 12 is constructed with an extra rod W connecting
the joints or hinges in the upper and lower parts or the frame to afford increased
strength and rigidity to the frame. This rod lies in the axis about which the
frame bends. Its lower end is received in a hole or socket in the member D, and
withdraws therefrom when the parts are disconnected. This figure also shows
means for obtaining power steering as follows: At the upper part of the frame
is fixed a segment wheel W having its centre coincident with the axis of the rod W
and to the handle bar which turns freely in its socket is fixed a segment wheel Ws
that gears with the wheel W When the handle bar is turned to steer the
machine the effect of the gear wheels W, W2 is to cause the frame to bend about
its hinges but the handle bar turns through a greater angle than the front part
of the frame and thereby more effective control over the steering is obtained that

page_text: when the handle is fixed to the frame. The swing of the front part of the frame
when steering causes the handles to clear the riders legs. I find it very advan-
tageous to arrange the stem of the handle-bar with a forward inclination as shown
so as to enable the rider to exert his force more advantageously. The said stem
may however be vertical or parallel to the rod W. In the latter case the
wheels W1 W2 are segments of pinions but when the stem J is inclined forward the
segments are portions of bevelled wheels. To allow of adjusting the segments
after wear an eccentric bush W6 Fig. 14 is provided. This bush may be turned
on the stem J thereby bringing the segments WI and W2 closer together. In lieu
of the gear wheels W₁, Wa I sometimes employ arms W, W Fig. 15 fastened
respectively to the rear part of the frame and the handle bar, and a link W5 con-
necting said arms. The effect of these arms and link is precisely the same as that
of the gear wheels W¹, W. The arm W3 has two holes in it which allow of
connecting the link W at two different points so as to provide for varying the
power.
Figures 16 & 17 illustrate the application of the power steering mechanism to a
ladies machine. In this case the lower end Q of the steering arm Q turns freely
in the frame and to it is fixed a segment. wheel W2 that gears with a similar
segment wheel W₁ fixed to the member C. Q¹ is the hinge pin about which the
frame bends. The action is the same as that of the mechanism shown in
Figures 12 to 14 and the result is the same, viz. a more complete control over
the steering than is possible when the steering arm Q is attached directly to the
frame.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what I
claim is:-
1. A cycle frame constructed with joints or hinges to allow of bending and
furnished with power steering gear, substantially as described, and for the
purposes specified.
2. The construction of a cycle frame in two parts which can be separated upon
the removal of a pin or nins substantially as, and for the purpose, specified.
3. An improved cycle constructed substantially as described with reference to
Figures 1 to 3, or Figure 8, or Figures 9 to 10 ^, or Figure 11, or Figures 12 to 15,
or Figures 16 and 17, of the accompanying drawings, for the purposes specified.
Dated this 16th day of June 1897.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.